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LIBRARY OF CONGRESS, 



ffijjap. ... m ©o?tjris¥ fo. 

Shelf 3lF.3 

UNITED STATES OF AMERICA. 



* III! 



OX \\T,<0 



THE 



CITY OF BOSTON; 



Its Steam Interests and Leading 






Engineers. 



N , 



N 




^ 



PRICE, $2.50. 



&\ / 




1886: 

Historical Publishing Co.. 

Boston. 






VMft 



Copyright, 1SS6, 
Bv E. W. Pearson. 




Press of 

B. WILKIN S & CO 

197 Devonshire St., 

Boston. 






/^ 



GENERAL INDEX. 



A. 

Alexander. S. A. 
Associations, .... 
American Society of Steam 

Engineers, 
American Steam Gauge Co., 
American Pop Safety Valve, 
Armington & Sims Engine, . 
Amoskeag Fire Engine, 
American Appliance Co., 
Asbestos Mill Board 
Asbestos Packing Co. 
Automatic Fire Alarm and 

Extinguisher Co. 



B. 

Barone, A. C. . 
Barnes, A. L. . 
Bay State Belting C 
Blanchard, J. H. 
Brown, A. W. 
Bouge, Charles J. 
Blake, John 
Beard, G. W. . 
Buckscy, C. A. 
Better, E. F. . 
Bremen, Phillip 
Barnard, G. W. 
Buchanan. II. E. 
Boyd, William 
Boston Woven Hose Co 
Boiler, Zell Safety 
Barnes, J. G. . 
Brooks, F. C. . 
Brown, F. C. . 
Brooks, II. C. . 
Bridge, Geo II. 
Blair, John S. . 
Bolton, Henry . 





Barnes, Lucius P. . 




160 


I02 


BJackman Wheel, . 




207-20S 


167 


Blowers, (Exeter) 




201 




Baragwanath Brass Tube Ex 




1S0 


haust Steam Jacket, Feed 




190 
193 


Water, Boiler and Pui 


ifier 


222 


Bars. Grate, 




19S 


'95 


c. 






214 
221 


Cox.F.A. 




5 1 


246 


Cattam,D. J. . 




66 


242 


Cottam, J. M. . 




95 




Chandler, N. C. 




109 


2 39 


Coupaine, Frank H. 




116 




Carter, Willard M. 




126 




Cooke, Martin J. 




12S 


3S 


Crummie, Lawrence J. 




'37 


46 


Coleman, John 




141 


236 


Cameron, 0. J. 




. 146 


67 


Chapman Valve M'f'g Co 




200 


TO" 


Cylinder Oil Cup Co., 




216 


73 


Crank Pin Oiler, (Wilki 


ison 


217 


S2 


Corrugated Coil H( 


;ater 




85 


Wainwright 




261 


SS 


Corrugated Tubing 




264 


93 


Combination Hot Water 


anc 




ic6 


Hot air Heating A pp; 


ratu 


5 271 


no 
112 


D. 






ji 9 


Drew, Edmund Frank, 




43 


227 


Dunlap, Michael 




48 


234 


Desmond, W. B. 




62 


120 


Dailey, M. H. . 




S5 


122 


Dunn, F. J. 




104 


12S 


Dearing j C. F. 




10S 


136 


Davenport, George . 




108 


141 


Davis, W. B. . 




121 


'43 


DeWitt.John . 




154 


'55 


Donelan, John . 




■59 



INDEX. 



Damper Regulator, (Peerless') 
Double Spring- Gauge Lever, 
(Improved) 

E. 

Engine, The Steam 
Engineers, Leading 

Ericson, C.J 

Engraved Locomotive Gauge, 
Elevators, (Otis Bros. & Co.,) 
Exeter Machine Works, 
Engine, Armington &. Sims . 
Engine, Exeter 
Engine, Amoskeag Fire 
Exeter Blowers, 
Engineers, Independent Order 

of Stationary 
Engineers, National Society 

of Stationary 
Exhaust Ventilating Co., N Y. 

F. 

Foss, Joseph 

Fry, Albert Brooks 

Fitzgerald, C. A. . . 

French, J. S. 

Feed Water, 

Fire Engine, Amoskeag 

Fire Hose 

Fire Alarm and Extinguisher 

Co., Automatic 
Feed Water Heater, Wain 

wright 

G. 

Grueby, Geo. H. 

Guillifer. A. 

Gleason, M. J. . 

Greer, Joseph M. 

Geswell, John . 

Glidden, Chas. M. 

Gates, Otis 

Grate Bars, 

Gauge, Steam . 

Gauge, Peerless Recording 

Gauge, Engraved Locomotive 



too 



i 

33 

142 
191 

20 4. 
210 I 

195 

210 
214 
201 

17S 

167 
206 



2 39 

263 



45 
So 
77 
13S 
H7 
H7 
15S 
19S 
190 
221 
191 



Gauge, Lane's Imp 


rovec 




Double Spring . 




190 


Gallison, W. H. 


• 


269 


H. 






Hagarty, Adam 




35 


Hanford, Clarence C. 




40 


Howard, Geo. W. 




49 


Healcy, H. G. . 




69 


Hooper, C. R. . 




96 


Henderson, Walter 




100 


Hanrahan, William 




103 


Hanson, Daniel 




"5 


Hogan, P. H. . 




i35 


Henry, G. A. . 




144 


Hawkins, Thomas . 


. 


i45 


Hanna, Miles, M. 




H5 


Hudson, C. G. . 




165 


Heating Apparatus, Exeter . 


212 


Hose, Cowen Steam 




236 


Hose, Boston Woven 


. 


227 


Huston, Perrin & Co., 




232 


Hydraulic Works, He 


iry R 




"Worthington 




253 


Heater, Wainwright 


Feec 


1 


Water 




263 



Hancock Inspirator Co. . 
Hancock Inspirator 
Hanford, M. 
Hot-water and Hot-air Heat 

ing Apparatus Combinat'n 271 

I. 

Independent Order of Station- 
ary Engineers . . . 17S 

Improved Double Spring 

Gauge, Lane's . . 166 

Inspirator Co., Hancock . 266 

Inspirator, Hancock . . 267 

J. 

Johnson, William . . . 39 

Joyce, John .... 105 

Jacks, Chas. E. 162 

Jarvis Engineering Company, 195 

Jones, S. B. . . . . 22-2 

Jacket, Steam .... 222 



INDEX. 



IX 



K. 



Kazar, J. H. 


37 


Kilgour, D. F. 


54 


Kingsbury, G. S. 


55 


Keif, Michael . 


S3 


Kellup, Joseph 


S4 


Keinpton, G. A. 


152 


Kino;, Benj. 


156 


Kellam Regulator . 


246 



L. 

Lane, C. C. 

Loveland, A. 

Leary, Matthew 

Lockner, Thomas P 

Lane's Improved Double- 
Spring Gauge, 

Leading Engineer 

Locomotive Gauge, Engraved 

Locomotive Works, Man- 
chester 

Leonard & Ellis 

M 

Maw, Thomas J. 
Meyer, Henry • 
Mat her son, \V. H. 

Morrison, Robert 

Mack, C. F 

McGreggor, D. S. 

Mason, Samuel 

Moore, W. C. . 

Mellen, H. P. . 

Mercer, James . 

Magee, P. 

Moore, Owen F. 

McCarty, Mathew A 

McElney, Daniel 

Moran, John 

Mill Board, Asbest 

Manufacturing Co., Wain 

wright 
McDonald, T. A. & Co. 
Mayo, C II. . 
Martin, R. P. . 
Mansfield, F. A. 
Manufacturers, 
Manchester Locomotive Works 



164 
190 
191 

237 

34 
37 
58 

75 
79 
90 
9 S 

"3 

11S 

131 
13S 
M3 
148 
iSi 
'54 
246 



'56 
'57 
'65 
1S3 
215 



Manufacturing Co., Chapman 

Valve, .... 200 

Machine Works, Exeter . 210 

Manufacturing Co., Walworth 1S3 

N. 

Nelson, Robert . . . . 92 

Nugent John . . . . 1 1 1 

Newhall", L. II. ... 157 

Nichols, Thomas . . . 166 
National Society of Stationary 

Engineers, .... 167 

N.Y. Exhaust VentilatingCo., 206 



O'Connor, Hugh . . . 105 

Otis Bros. & Co., . , . 204 
Order of Stationary Engineers, 

Independent . . . 17S 

Oil Cup Co., Seibert Cylinder 216 

Oiler, Wilkinson Crank Pin . 217 

P. 

Phillips, A. E 59 

Poole, D. D 62 

Portell, M. J So 

Philben, P. J 102 

Petier, Frederick E. . . 116 

Peterson, Frederick . . 131 

Powers, S. . . . . 137 

Pousland, W. F. 14S 

Perkins, A. G. ... 164 

Peerless Damper Regulator . 220 
Peerless Pressure Recording 

Gauge, . . . . 221 

Putnam, Geo. D. & Co. . 240 

Packing Co., Asbestos . . 242 
Pump, Worthington High 
Pressure Steam, Sectional 

View 254 

Pump, Worthington . . 257 

Q. 

Quinn, Thomas ... 36 

R. 

Ruggles, Sylvanus M. . . 65 

Rush, James H. Si 

Roberts, H. B. ... S9 

Roberts, Horatio . . . 125 



Index. 



Rugg, C.W 


130 


Recording Gauge, Peerless . 


221 


Regulator, Peerless Damper . 


220 


Regulator, Kellam . 


246 


s. 




Stafford, Geo. E. 


33 


Spaulding, S. C. 


57 


Siders,J. T 


60 


Saunders, J. T. F. . 


.69 


Sanborn, B. Franklin 


7i 


Smith, C. W 


78 


Senter, C. H. . 


86 


Skinner, E. W. 


9 1 


Stockmer, C. H. 


101 


Storer, Howard E. . 


123 


Sullivan, Daniel 


124 


Swinerton, William M. . ' . 


125 


Smith, F. P 


i33 


Simonds, Richard S. 


149 


Smith, S. S. 


1 S3 


Steam Gauge, . 


190 


Steam Heating Apparatus 




Exeter 


212 


Seibert Cylinder Oil Cup Co., 


216 


Sight. Feed, 


218 


Steam Jacket, . 


222 


Society Steam Engineers, 




American . 


1 So 


Safety Valve, American Pop 


J 93 


Steam Engine, The 


1 


Stationary Engineers, Inde- 




pendent Order of 


17S 


Society of Stationary Engine 




ers, National 


167 


Safety Boiler, Zell . 


234 


Steam Pump, Worthington 




High Pressure, Sectiona 


I 


View .... 


254 



T. 

Thompson, Robert 
Thomas, David 
Taylor, Richard 
Toby, Robert . 
Thurber, J. H. 
Towles, G. W. 
Teague, James W. 
Tutton, Alfred 



52 

S7 
100 
114 
114 
120 

139 
166 



Thompson's Improved 


Indi 




cator, 


194 


The Steam Engine, 


1 


Tubing, Corrugated 


264 


V. 




Valves, Chapman, 200-201 


-202-203 


VentilatingCo., N.Y. Exhaust 


206 


Valvoline, 


23S 


W. 




Wood, Milton . 


4 1 


Wilson, E. H. 




53 


West, Henry M. 




56 


Wilson, J. H. . 




63 


West, E.J. 




93 


Williams, Owen A. 




97 


White, John B. 




99 


Whittier, Frederick 




107 


Webster, Israel 




"3 


WeigleJ. . 




122 


Weaver, G. E. 




!34 


Wiggin, R. H. 




140 


Wise, E. H. 




142 


Wood, Clark B. 




150 


Whippen, W. H. . 




151 


Wolff, C.J, 




159 


Watkins, W. A. 




161 


Walworth Manufacturing Co. 


, 183 


Works of Walworth Manu 




facturing Co., 


184 


Wilkinson, Crank-Pin Oiler 


217 


Wheel, Blackman 


207-20S 


Works, Exeter Machine 


210 


Water, Feed 


222 


Works, Manchester Locomo 




tive .... 


215 


Woven Hose Co., Boston 


227 


Worthington, Henry R. 




Hvdraulic Works 


253 


Wainwright Mf'g Co. 


261 


Wainwright Feed Wate 


r 


Heater 


263 


Wainwright Corrugated Coi 


L 


Heater . . 


263 


Y. 




Yakle, Philip . 


72 


Z. 




Zell Safety Boiler . 




• 234 



PUBLISHER'S NOTE. 



Of the aims of this work only a few words need be written. 
As a city of metropolitan influence and industrial and com- 
mercial importance, Boston stands today conspicuously 
prominent among the cities of the Union. Her interests in 
various directions have frequently and eloquently been ex- 
tolled, her sons have carved for her a glorious name on the 
pyramid of time, her enterprising merchants have carried 
her prestage to Russia, India and China, and her name is 
continually before us as the champion of genius and the 
home of science ; but as yet we have seen nothing touching 
upon the subject of the following pages. The discovery of 
steam as a motive power has proved one of the most im- 
portant of the age, and in all its greatness has perhaps con- 
duced more to the commercial and industrial interests of the 
world in the last one hundred years than almost any other. 

Its improvements have been many and great, and those 
who have devoted their lives to its service have given to us 
augmented systems, and have largely contributed to the ad- 
vancement of science. 

This work is designed simply as an outline history of the 
steam engine from its earliest conception to the present 
time, with a description of the steam plants of Boston as 
they are today, together with half-minute sketches of the 



xii publisher's note. 



lives of its leading engineers, and a review of prominent 
manufacturers of appliances which go to make up a steam 
plant over which an engineer has charge. 

While some of the better known names among the 
engineers are referred to at length, there are also those who 
although at present not occupying positions of such prom- 
inence, are each probably as important in their special sphere, 
and are therefore among the leading engineers of the city. 
In conclusion the publishers acknowledge the valuable aid 
rendered in the work of compilation by numerous gentle- 
men, and to Robert Scott Burns, author of " The Steam 
Engine," and hereby extend their most cordial thanks for 
the assistance thus rendered. 

HISTORICAL PUBLISHING CO. 



Boston, Aug. i, 1886. 



THE STEAM ENGINE. 



'The ancients are known to have had an acquaintance with 
the utility of the power of steam and heated air, and had 
devised certain contrivances in which this power was devel- 
oped. These contrivances were applied to no purpose of 
utility, but served as the means to excite the wonder of the 
populace, as the miraculous production of their priesthood, 
and as forming part of the mysteries of their worship. Thus, 
one of the contrivances of the well-known Hero of Alexan- 
dria — the first personage who figures in the stereotyped 
history of the steam-engine — who flourished 130 years before 
Christ, was for the purpose of causing wine to flow from the 
hands of images placed before the altar. 

It is somewhat remarkable — as taking the era of the intro- 
duction of steam and heated air as a motive power much 
further back than is generally supposed — that Hero states 
that he made himself acquainted with the labors of 
his predecessors and contemporaries in connection with 
pneumatical contrivances, and that many of those which he 
describes in his Spiritalia sen, Pneumatica were not of 
his own invention ; thus inducing the belief that this power 
was known for ages previously, although its operation, 
doubtless, was only known to the priests, by whom it was 
applied chiefly, if not exclusively, for the purpose of excit- 
ing a belief in their worshippers of supernatural invention. 
What schoolboy has not read of the mysterious Memnon, 



THE CITY OF BOSTON. 



whose mystic utterance of sounds has even yet, in these 
utilitarian days, " a distinct and mysterious interest, for no 
myth of the most graceful mythology is so significant as its 
story." Yet the " seven mystic vowels, which are the very 
heart of mysteries to us," are said to have been produced 
by some of those pneumatic contrivances which Hero 
describes. "When the secrets of the waning faith," says an 
elegant writer, " were revealed by the votaries of a rival 
belief, the celestial harmony was then said to be produced 
by vapor, rising from water concealed in a cavity of the 
statue, being made to pass through a tube having a small 
orifice fashioned in a manner similar to that of an organ. 
As long as the fluid was heated by the rays of the sun, 
mysterious sounds were heard by^the assembled worshippers, 
which died gradually away as the solar influence was with- 
drawn from the gigantic idol." 

At this stage of our progress an inquiry will naturally arise 
— how is it, that with all the ingenuity of the ancients, so 
fertile and so suggestive a power should have been allowed 
to remain developed only in the devises of priestcraft, and 
not have been adapted to the purpose of a varied and 
general utility? The cause of this apparent neglect may be 
traced to the same sources which influenced the obscurity 
which has hid from later times the art of antiquity. For 
centuries no attention seems to have been paid to the 
development of the power of steam ; nevertheless, there 
are sufficient indications of the fact that its power was not 
altogether unobserved by philosophers and men attached to 
science ; many in their writings hinting at the power to be 
derived from " vapor," and alluding confidently as to the 
capability of huge " engines " being 'forced into motion by 
the power of this agent. About the year 1121, according 
to William of Malmesbury, " there were extant in a church 



ITS STEAM INTERESTS AND LEADING ENGINEERS. o 

at Rheims, as proofs of the knowledge of Gerbert, a public 
professor in the schools, a clock constructed on mechanical 
principles, and a hydraulic organ in which the air, escaping 
in a wonderful manner by the force of heated water, fills the 
cavity of the instrument, and the brazen pipes emit modu- 
lated tones through multifarious apertures." On the revival 
of learning throughout Europe, the dissemination of the 
writings of the ancient philosophers doubtless attracted 
attention to many of these contrivances. There is some 
probability attached to the supposition that the invention of 
Blasco de Garay, a sea captain, introduced into notice in 
1543, was founded upon or derived from one of these. This 
was designed for the propulsion of vessels, and appears to 
have been comparatively efficient. Unfortunately no record 
is known to exist from which a knowledge of its parts can 
be ascertained. 

Solomon de Caus, in a work dated Heidelberg, in 16 15, 
entitled Raisons des Forces mouvaiztes avec diverses 
Machines tant utiles que flaisantes, amongst a variety 
of insignificant and fanciful theories and descriptions, gives 
an arrangement by which water is raised above its level. 

In 1629, in a work published by Giovance Branca, a 
description is given of a contrivance in which the force of 
steam was used as the actuating power. The water is heated 
in a vessel the upper part of which is fashioned like a head ; 
from the lips of this a pipe or tube issues, which directs the 
steam against the vanes or boards of a wheel, made some- 
what like an undershot wheel ; this is made by the impinging 
of the steam on the floats or vanes, to rotate rapidly. 

From the period now reached, up to the middle of the 
seventeenth century, history records no advance towards the 
improvement of the steam-engine. All the contrivances 
heretofore noticed seem to have been more the result of 



THE CITY OF BOSTON. 



closet study than every-day practice : more to be looked 
upon as the playthings of philosophers than the purposed 
inventions of the practical mechanic. To this, however, 
De Garay's steamboat propeller may perhaps be an excep- 
tion ; nevertheless it can be classed only as an experiment, 
and the barren results of which, in all probability, arose 
from some inherent defect in its principle or construction. 
At all events, up to the interesting period we now approach, 
no useful application of steam to the practical purposes of 
every-day life had yet been successfully introduced. 

In 1698 Savery obtained a patent from William the Third 
" for raising water, and occasioning motion to all sorts of 
mill work, by the impellant force of fire ; " and in 1699 he 
exhibited a model of his engine before the Royal Society, a 
description and illustration of which is given in their 
Transactions, vol. xxi. p. 228. In 1702 he published a 
work entitled The Miner's Friend, written in a lively and 
interesting style, and containing a full and circumstantial 
account of the arrangements and operation of the engine. 

Toricelli, after the d^ath of Galileo, discovered that the 
flowing of water (open to the atmosphere) into any vacuous 
space was owing to the pressure of the atmosphere, acting 
upon all bodies at the earth's surface with a definite pressure. 
In 1672 the celebrated Otto Guericke, in his Experimenta 
Magdeburgica, detailed an apparatus by which he could 
raise heavy weights. 

In the spring of 1 7 1 2 Newcomen succeeded in obtaining a 
contract for drawing water from a mine at Wolverhampton. 
The erection of this engine was the occasion of a quicker 
means of obtaining a vacuum being accidently discovered. 
In 1767 Smeaton was employed to construct an engine for 
the New River Company, and he availed himself of this 
opportunity to introduce several improvements. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. O 

The result of the experiments conducted with a trial 
engine Smeaton carefully tabulated, and took as a guide to 
regulate his future practice. The engines of a large class 
which he afterwards erected fully verified by their perform- 
ance the correctness of his assumptions, and evinced the 
practical care with which he had, in this as in other matters, 
conducted his experiments. In 1772 he was employed to 
construct an engine at Long Benton Colliery, at Newcastle, 
and m this he introduced the several improvements sug- 
gested by his experiments, similar in construction to that 
introduced by Beighton : it was, however, " distinguished by 
juster proportions and greater nicity of detail than had yet 
been realized ; and the innovations thus introduced were 
found to be highly beneficial in practice." The engine 
erected by Smeaton, and known as the " Chace water 
Engine," was the most celebrated of his performances. 
Although there is nothing in connection with the improve- 
ment of the atmospheric engine which can be said to be the 
invention of Smeaton, still the higher praise is given to him 
of " giving the most perfect form and proportion to those 
materials supplied by his predecessors and contemporaries." 

Such was the degree of perfection to which the steam- 
engine had arrived. The principles of its action apparently 
precluded the attainment of a higher degree of practical 
usefulness, and it remained for a brighter genius and a more 
original mind to thorougly grapple with and to understand 
its defects, and, by opening up a new path of discovery, to 
place the steam-engine, as a social power of rare value, in 
the high position to which its wonder-working powers have 
fairly entitled it. 

In the year 1736, at the little town of Greenock, on the 
banks of the Clyde, James Watt was born. Of a slender 
form, sickly appearance, retiring and bashful in his manners, 



THE CITY OF BOSTON. 



and bearing with him no evidence of an intellectual capacity 
superior to his fellows, this youth, unaided by family, wealth, 
or station, or even by the adventitious aids of an early 
liberal education, was destined, during a long and active 
life, to be the means of introducing a power which aided 
his country materially during a time of difficulty and 
danger, and to leave behind him a name world-wide in its 
reputation. 

When about sixteen years of age, he became acquainted 
with an obscure mechanic in Glasgow, who, " by turns a 
cutler and whitesmith, a repairer of fiddles, and a tuner of 
' spinnets,' was a useful man at almost everything," and in 
consequence of adding to this list of accomplishments " a 
knowledge of the construction of mathematical instruments 
and of ' spectacle-glasses,' he was dignified by the title of 
' optician.' " To this individual Watt, in his sixteenth year, 
was apprenticed, chiefly, as is probable, from the fact that it 
offered an easy calling suitable for his delicate health, than 
from any inducement it held out as that by which he could 
afterwards make a fair livelihood. After a short apprentice- 
ship of less than two years, James Watt removed to London, 
where he succeeded in obtaining employment under a 
regular mathematical-instrument maker. Here he obtained 
that knowledge of business habits and processes which had 
been withheld from him in his earlier engagement. His- 
stay in London was very limited, and probably from a severe 
cold which he caught while following his avocations, and the 
effects of which he felt for many years afterwards,, he 
returned to his native town after an absence of little more 
than a year. He next endeavored to raise, a business of 
his own, and began to practice both in Greenock and 
Glasgow. In the latter place he met with an obstacle which 
threatened to put a sudden stop to his progress ; this arose 



ITS STEAM INTERESTS AND LEADING ENGINEERS. / 

from the fact that he was not a " freeman," or " burgess,' 
of the town. One spot, however, existed, within the 
boundaries of which all such absurd laws and regulations 
were inoperative, this was the "College of Glasgow." By 
the kind offices of some of the dignitaries, Watt was 
appointed mathematical-instrument maker to the university, 
and a room was allotted him within its precincts, in which 
he could carry on his avocations without molestation. Thus 
was the apparently untoward circumstances amply compen- 
sated for. And it is by no means idle to conjecture what 
would have been the results on the future progress of the 
steam-engine had that absurd law T not been in existence 
which drove Watt out of what might be looked upon as the 
open path of commerce, to take refuge in the place, of all 
others, the best fitted for, and offering the most eligible 
opportunities of carrying on the series of experiments 
which, by a fortuitous chain of circumstances, were shortly 
presented to his notice, and by the successful prosecution of 
which he was destined to make himself so famous. 

In the year 1759, while in this situation, Watt had his 
attention directed to the subject of the steam-engine by 
Mr. Robinson, afterwards Professor of Natural Philosophy 
in the University of Edingburgh, and author of the well- 
known work entitled Elements of Mechanical Philoso- 
phy- The scheme proposed had reference to the moving 
of wheel-carriages by the aid of steam ; but in consequence 
of Mr. Robinson leaving college, it was abandoned. Two 
years afterwards, however, Watt again returned to the sub- 
ject, and instituted some experiments with a Papin's 
digester ; and formed a sort of steam-engine " by fixing 
upon it a syringe one-third of an inch in diameter, and 
furnished," says Mr. Watt, whose own account we now 
quote, "also with a cock to admit the steam from the 



THE CITY OF BOSTON. 



digester or shut it off, at pleasure, as well as to open a com- 
munication from the inside of the syringe to the open air, 
by which the steam contained in the syringe might escape. 
When the communication between the cylinder and digester 
was opened, the steam entered the syringe ; and by its 
action upon the piston, raised a considerable weight (15 
lbs.), with which it was loaded. When this was raised as 
high as was thought proper, the communication with the 
digester was shut off, and that with the atmosphere opened ; 
the steam then made its escape, and the weight descended. 
The operations were repeated ; and though in this experi- 
ment the cock was turned by hand, it was easy to see how 
it could be done by the machine itself, and make it work 
with perfect regularity. But I soon relinquished the idea of 
constructing an engine upon this principle, from being 
sensible it would be liable to some of the objections against 
Savery's engine, namely, from the danger of bursting the 
boiler, and the difficulty of making the joints tight ; and 
also that a great part of the power of the steam would be 
lost, because no vacuum was formed to assist the descent of 
the piston." 

Two years after relinquishing his experiment, as above 
stated, his attention was again directed to the subject, by a 
model of a steam-engine on Newcomen's plan, belonging to 
the Natural Philosophy class, which was placed in his hands 
to be repaired (1763-4). At first directing his attention to 
the dry matter-of-fact details of the task intrusted to him, 
his active mind at length received a new impulse from the 
result of one or two trials of the engine, and he directed the 
full energy of his intellect to master the principle of the 
machine, and to ascertain the cause of its defects as a prime- 
mover. In conducting the experiments, two things attracted 
his attention ; the first was the great loss of steam from the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. !> 

condensation caused by the cold surface of the cylinder • 
secondly, the great quantity of heat contained in a small 
quantity of water when converted into steam. If a quantity 
of water is heated in a close boiler some degrees above the 
boiling-point, and the steam suffered to escape suddenly, 
the temperature of the boiling-water remaining in the boiler 
will be reduced to the ordinary boiling-point. The steam, 
however, which escapes, although carrying off all the 
excesses of heat, would, if condensed, form but a small 
quantity of water. The saving of this heat was therefore a 
matter of the highest importance. The loss of steam occa- 
sioned by the alternate heating and cooling of the cylinder 
was sufficient to fill the cylinder three or four times, and to 
work the engine. "By means of a glass tube inserted into 
the spout of a tea-kettle, he allowed the steam to flow into 
a glass of cold water until it was boiling hot. The water 
was then found to have gained nearly a sixth part by the 
steam which had been condensed to heat it, and he drew the 
conclusion that a measure of water converted into steam can 
raise about six measures of water to its own heat, or eighteen 
hundred measures of steam can heat six measures of water." 
" Hence he saw that six times the difference of temperature,, 
or fully one hundred degrees of heat, had been employed 
in giving elasticity to steam, and which must all be sub- 
tracted before a complete vacuum could be obtained under 
the piston of a steam-engine." " Being struck," says Mr. 
Watt, " with this remarkable fact, and not understanding the 
reason of it, I mentioned it to my friend Dr. Black, who 
then explained to me his doctrine of latent heat, which he 
had taught some time before this period (summer of 1764) ; 
but having been occupied with the pursuits of business, if I 
had heard of it I had not attended to it, when I thus stum- 
bled upon one of the material facts by which that beautiful 



10 THE CITY OF BOSTON. 

theory is supported." In making his experiments, Watt 
found that' the boiler of the model, although of size suffi- 
cient according to the standard then in use, did not supply 
steam fast enough for the wants of the engine, which had a 
cylinder two inches diameter and six inches stroke. A large 
quantity of injection- water was also required to effect a very 
imperfect vacuum. These defects he attributed to the fact 
that a small cylinder consumed a greater quantity of steam 
than a larger one, in consequence of the condensation 
caused by the increased surface in proportion to its capacity. 
This defect he sought to remedy by substituting a cylinder 
made of materials which would conduct heat more slowly 
than brass, of which the model cylinder was made. For 
this purpose he constructed one of wood soaked in linseed- 
oil, and baked dry. This, however, was a failure for in 
addition to its want of durability, an essential feature in 
practice, it was found to condense the steam as much as 
before. The principal loss sustained was evidently, there- 
fore, by the alternate heating and cooling of the cylinder ; 
and the conviction was forced upon him that the grand 
secret lay in being able to effect the condensation of the 
steam without cooling the cylinder. To the attainment of 
this, Watt directed his whole energies, and in the year 1765 
the felicitous idea struck him, " that if a communication 
were opened between a cylinder containing steam, and 
another vessel were exhausted of air and other fluids, the 
steam, as an expansible fluid, would immediately rush into 
the empty vessel, and continue to do so until it had estab- 
lished an equilibrium ; and if that vessel were kept very 
cool by an injection or otherwise, more steam would con- 
tinue to enter until the whole was condensed." This brilliant 
idea was soon put to the test of experiment and found 
correct ; and thus was solved the great problem which had 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 11 

for so many years perplexed and baffled his predecessors. 
It is said that as soon as this happy thought had been 
realized, all the train of details necessary to carry it into 
efficient practice followed in rapid succession ; and that not 
for a moment had he any hesitation in conceiving the rapid 
and immediate perfecting of the whole machine. In carry- 
ing out the idea into practice, the first difficulty that pre- 
sented itself to the mind of Watt was, doubtless, a means of 
relieving the condenser from the accumulated water which 
would result from the successive condensations effected, in 
it. This might, of course, have been drawn away by the 
•simple force of gravity, by using a pipe thirty feet long, as 
in Newcomen's engine. This plan, however, could not be 
effectual for removing the uncondensed steam, or the air 
that might find its way into the condenser. Some other 
plan was therefore desiderated. Watt proposed and adopted 
a pump which would draw off the contents of the con- 
denser, this pump to be worked by the engine itself. This 
constituted another step towards the perfecting of the 
mechanism : others rapidly followed. The next improve- 
ment was surrounding the cylinder with a casing, by which 
the heat would be retained. This of itself, however, would 
not effect the desired end ; he therefore, to prevent the 
action of the cold atmosphere on the upper surface of the 
piston, and on the interior surface of the cylinder, which 
would necessarily be exposed on its descent, closed the top 
of the cylinder with a close-fitting cover, in the centre of 
which the piston-rod worked through an aperture rendered 
tight by what is termed a " stuffing-box." The necessity of 
adopting the next expedient suggested to him was thus made 
obvious ; and in place of the power of the atmosphere he 
employed the " elasticity of the steatn from the boiler 
to i?npel the piston down the cylinder" By this arrange- 



12 THE CITY OF BOSTON. 

ment the method previously adopted to keep the piston 
tight, by water on its upper surface, was done away with : 
and instead, Watt adopted a hemp-packed piston lubricated 
with tallow. Thus, by successive improvements, the atmos- 
pheric engine was changed into a " steam-engine." 

Before describing the improvements introduced by 
Watt, we propose to trace further the points connected with, 
their history. Although the claim of Watt to the origin- 
ality of the idea of separate condensation is now generally,, 
if not universally, acknowledged, still it is but right to notice 
that of another party to this high honor. A claim is put 
forward by Mr. Hornblower, a rival and contemporary of 
Watt, in Gregory's Mechanics (vol. ii. first edition, p. 
362). 

Having satisfied himself as to the correctness of his 
principle, Watt proceeded to test it still further by the aid 
of a model on a large scale. The cylinder of this model 
was nine inches diameter, and the piston-rod was attached 
to a balanced beam. An accident, however, occurred,, 
which, along with his want of means, as well as of time to 
prosecute his experiments, brought his labors to a close. 
Having taken up the practice of a land-surveyor and 
engineer, and his time being pretty fully occupied, the 
invention lay dormant on his hands for three or four years. 
His silence on the matter doubtless proceeded from a 
variety of causes, the principal of which was, likely, the 
fact that as a fair trial could only be given to his engine 011 
a large scale, the risk of bringing it out would be too great, 
the apparatus required being exceedingly costly. From 
Watt's practice as an engineer, he became acquainted, 
however, with the celebrated Mr. Roebuck, an enterprising 
English gentleman resident in Scotland. An able practical 
chemist, he had succeeded in discovering a method of 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 13 

making sulphuric acid at a comparatively low cost; and 
being possessed of business habits and qualities of the first 
order, he succeeded in establishing at Prestonpans, near 
Edinburgh, a manufactory, in which the process was carried 
out on a large scale. The profits accruing from this estab- 
lishment were such that he gave up the practice of his pro- 
fession, and confined his attention to carrying out commer- 
cial projects on a large scale. He founded the celebrated 
iron-works at Carron, which, as a project, were highly 
successful. Urged by his success in this undertaking, he 
leased the estate of Kinneil, a few miles from Carron, and 
which contained extensive beds of coal. While carrying 
on his operations there with the same energy which charac- 
terized his other proceedings, he became acquainted with 
Watt, who, no doubt, struck by his ability and business 
habits, looked upon him as one in every respect calculated 
to aid the undertaking of bringing the steam-engine into 
practice, and accordingly confided to him the secret of his 
discovery. Dr. Roebuck consented to bear the expense of 
conducting trials on a large scale ; and Watt forthwith 
proceeded to construct a large engine under his inspection. 
For a period of eight months, alterations and improvements 
succeeded each other, until at last the engine was brought 
to a state of comparative perfection — so far, at least, as 
could be attained, from the imperfect style of workmanship 
then available. The engine was tried at a coal-mine on Dr. 
Roebuck's estate ; and such was the satisfatory nature of its 
operations, both as regarded the great saving of fuel and the 
water used for condensation, that Dr. Roebuck was satisfied 
as to its powers and capabilities, and closed with Watt, 
supplying the necessary funds to take out a patent, and to 
establish a manufactory for the production of the engines ; 
the terms of partnership being, that the money for the 



14 THE CITY OF BOSTON. 

above purposes was to be found by Roebuck, he obtaining 
two-thirds of the profits. On these terms Watt proceeded 
with his patent, which was taken out in 1769, after which 
he proceeded to perfect the details of his engine. From 
the bad workmanship which he had to contend with, his 
difficulties were of a serious kind ; that which harrassed him. 
most being the difficulty of keeping the piston tight without 
incurring a heavy loss by friction. But another obstacle 
was about to be thrown in the path of progress, and which 
at one time bade fair to utterly ruin Watt's prospects of 
receiving a pecuniary reward for his great labors ; this was 
the bankruptcy of Dr. Roebuck. The coal-fields of Kinneil, 
instead of throwing a golden shower of profits into his lap, 
were the means of bringing him to ruin. But this appar- 
ently untoward circumstance was the means of ultimately 
placing Watt in the eminent position which he afterwards 
occupied ; so true, as we often find it, is the saying, that 
" man's extremity is God's opportunity." 

The party with whom Roebuck negotiated for a transfer 
of his rights in the patent of Watt, was the celebrated 
Matthew Bolton, of Soho, near Birmingham ; a man whose 
name will always be handed down to posterity in conjunc- 
tion with his more celebrated compeer. The transfer was 
effected, and partnership formed between Bolton and Watt. 
In character the very opposite in many respects of Watt, 
Bolton was possessed of rare business talents, an extensive 
aquaintance with business forms, and having that indomi- 
table spirit of "perseverance which insures success " in an 
eminent degree ; these, united with a degree of courage in 
prosecuting his engagements in the face of difficulties, 
rendered him a fitting coadjutor for the retiring and 
unambitious Watt. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 15 

At the period of the transfer of Roebuck's rights in the 
patent to Bolton, Watt was engaged in the north of Scotland. 
Shortly after the death of his wife happening, he was 
induced to accept of the invitation of his partner, and to 
take up his abode at Soho. 

Watt was now in a position to prosecute his labors with 
vigor, and surrounded by those mechanical appliances, with- 
out which the attainment of perfection in the working 
details was hopeless. An engine was accordingly erected ; 
and many Cornish adventurers, on invitation, greatly 
interested in the success of the engine, examined its opera- 
tion. In their report they gave a favorable opinion as to 
the saving of fuel effected by it. Some years of the term, 
for which the patent was valid had, however, expired ; and 
fearful that its whole period would pass over before 
pecuniary results accrued, so as to afford a profit, or to 
reimburse the large expenses which had been gone to in 
perfecting the engine, Watt, at the suggestion of Bolton and 
his other friends, applied to parliament for an extension of 
his patent. This, after some opposition, was granted for 
the term of twenty-five years, dating from the time of the 
grant, namely, 1775. This extension was no doubt 
deserved, no less a sum than ^50,000 having been expended 
in the manufacture of the engines by the firm before any 
return was realized. Having thus secured for a lengthened 
period the profits which might accrue from the sale of the 
engines, Watt was now in a position to introduce his 
machine with every advantage to the public. In this he 
was materially assisted by the admirable commercial 
arrangements of Bolton, who, after the grant of extension, 
became a partner with Watt in the manufacture of the 
machines j thus sharing the profits on his head, as well as 
those derived from a monopoly of the principle. " Had 



16 THE CITY OF BOSTON. 

Watt," says Playfair, " searched all Europe, he could not 
have found another man so calculated to introduce the 
invention to the public in a manner worthy of its 
importance." 

The most public and open inspection of the engines at 
work was invited, and every means taken to afford just 
opportunities of ascertaining their value. A congress of 
mechanics- and scientific men was convened at Soho, and an 
elaborate series of trials made and comparisons instituted 
between its working capabilities and one on the principles 
of Newcomen of the best construction, in order to show the 
superior working capabilities of the new engine ; these 
were manifest to all. But still further to place the merits 
of the machine on a basis which would satisfy all as to the 
character of its claims, the patentees issued the following : 

" All that we ask from those who choose to have our 
engines, is the value of one-third part of the coals which 
.are saved by using our improved machines, instead of the 
old. With our engine, it will not, in fact, cost you but a 
trifle more than half the money you now pay to do the same 
work, even with one-third part included ; besides an 
immense saving of room, water, and expense of repairs. 
The machine itself which we supply is rated at that price 
which would be charged by any neutral manufacturer of 
a similar artcle. And to save all misunderstanding, to 
engines of certain sizes certain prices are affixed." To aid 
in the introduction of the new machines, Bolton and Watt 
took old atmospheric engines off the hands of those who 
wished to lay down the improved form, and this frequently 
at a rate above their value. 

Again, in estimating the power of their engines, or cal- 
culating the work which each could perform, Bolton and 
Watt, instead of placing the estimate of a horse's work at 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 17 

a low figure, and thus in the same proportion increasing the 
power of their engine, they actually increased the power of 
a horse's work to one- third. Smeaton had valued the work 
done by a strong horse as equal to lifting a weight of 
22,000 pounds one foot high in a minute ; Bolton and Watt 
estimated it at 33,000. But more than this, they stated 
engines were " calculated so that they will raise 44,000 
pounds one foot high with a bushel of coals ; and when we 
say our engines have the force of five, ten, or more horses, 
we mean and guarantee that they will lift 44,000 pounds for 
each horse power." On these terms, an engine which, 
according to Smeaton's estimate, was equal to twenty horses, 
was, according to Bolton and Watt, only equal to ten ; thus 
giving the purchasers of the new engine an advantage of 100 
per cent, in value for no increase of cost. 

Thus placed before the public on terms so highly libera 1 , 
the invention made rapid progress in public favor : and 
some idea of the profits accruing may be derived from the 
fact, that at Chacewater mine, Cornwall, the saving of fuel 
effected was equal to $30,000 annually; $10,000 of revenue 
from this one source being drawn by the firm. 

The manufacture of the engines increased with such 
rapidity, that the original establishment at Soho was found 
too limited in its dimensions for the great quantity of work 
now found to flow into the factory. Another was therefore 
constructed in the neighborhood, in which the operations 
could be carried on with that degree of concentration so 
essential to the turning out of work rapidly and efficiently. 

We now come to notice an important improvement in the 
working of steam-engines, which the fertile genius of Watt 
added to the list of his brilliant inventions : this was work- 
ing the steam expansively. The patent for the expansive 
steam-engine was taken out in 1782, but the attention of 



18 THE CITY OF BOSTON. 

Watt had been directed to the principle many years before ; 
in 1769 he wrote to Dr. Small, as to a " method of still 
doubling the effect of steam, and that toleraby easy." 
Many matters, however, diverted his attention from this 
important point ; and it was not until the above date that 
he took steps to introduce an engine in which the principle 
was carried out. To understand its rationale is so import- 
ant to the student of the steam-engine, that we propose to 
enter into its consideration at some length. 

Where steam is admitted to press on the top of a cylin- 
der during the whole of its descent, the piston will move 
downwards with an accelerating velocity, which, if not 
checked, will materially damage the mechanicism. An 
able authority supposes that the value of the expansive 
principle was made known through the result of some trials 
made to moderate the velocity of the piston, and lessen the 
shock as the piston reached the bottom of the cylinder. 
In Newcomen's engine he supposes this to have been 
effected by shutting the injection- cock earlier ; and in Watt's 
condensing engine, by shutting " the steam-valve at such a 
period of the stroke as would prevent the catch-pins from 
striking." To shut the steam- communication from the 
boiler, at a certain part of the stroke of the piston, to allow 
the steam to expand as the piston descends, constitutes the 
principle of "working expansively." By the action of the 
well-known law of pneumatics the pressure of the steam on 
the piston decreases as the space increases into which the 
steam has liberty to expand itself; thus if the steam is cut 
off at one-fourth of its stroke, the pressure will, at the end 
of the stroke, exert only a force of one-fourth of its original 
pressure. By thus decreasing the power, a simple method 
of equalizing the tendency to an accelerated motion was 
attainable. In addition, however, to this advantage, a still 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 19 

greater one resulted from the adoption of the principle, in 
the economization of steam, and the consequent saving ot 
fuel. II steam of the temperature of 212 degrees "flows 
into a cylinder six feet long, until the piston has moved 
eighteen inches downwards, when this quantity has expanded 
into double its former volume, and in doing so has pressed 
the piston to the middle of the cylinder, it will exert a 
pressure of not more than 7 pounds on each square-inch 
area of the piston. When the piston has been depressed 
another eighteen inches, the vapor will have expanded into 
three times its original bulk, and will then urge the piston 
downwards with a force of not more than 4J pounds on 
each square inch ; and when it has reached the bottom of 
the cylinder, and expanded into four times its original bulk, 
it will not exert a greater energy than about 3§ pounds on 
each square inch. If now we calculate the varying power 
of the steam from the commencement to the termination of 
its stroke, beginning with a force of 14 pounds, and ending 
with 33 pounds, it will have exerted an average pressure of 
nearly S^ pounds on each square inch of the piston. But 
if the vapor had been permitted to flow freely into the cylin 
der as fast as the piston descended, it would have pressed it 
with a force of 1 4 pounds during the entire stroke of the 
piston. We thus see that one foot and a half of steam, 
acting expansively, has pressed 8 J pounds through six feet ; 
while six feet of steam, operating with its energy uniform 
and unimpaired, has only carried 14 pounds through six 
feet ; thus showing that more than one-half of the whole 
steam has been saved by making it act expansively. 

" Although the saving of steam is very considerable by 
making it work expansively, the power of the engine is 
reduced ; thus, where the steam is cut off at one-fourth of 
the stroke, while the efficacy of the steam is increased four 



"20 THE CITY OF BOSTON. 

times — that is, one-fourth the quantity of steam will com- 
plete the stroke, — the power is diminished nearly one-half. 
In engines worked expansively, therefore, the size of cylin- 
der must be increased in proportion to the extent to which 
the expansive principle is carried. But although the engine 
is made larger to do the same quantity of work, this will be 
•done with a less consumption of fuel ; this is obvious from 
the consideration, that at whatever point the steam is cut off, 
so much steam is saved ; and that the steam, although it 
exerts a gradually decreasing force on the piston, still exerts 
a power of some extent, which power, whatever may be its 
amount, is gained without any expenditure of steam. To 
carry out the system of expansive working most con- 
veniently, it is best to use steam of a pressure considerably 
higher than that of the atmosphere : unless this pressure, is 
considerable, expansion cannot be carried out to any great 
extent with advantage ; for if steam of a low pressure were 
used, the ultimate tension would be reduced to a point so 
nearly approaching that of the vapor in the condenser, that 
the difference would not suffice to overcome the friction of 
the piston, and a loss of power would be occasioned by 
carrying expansion to such an extent. It is clear that in 
the case of engines which carry expansion very far, a very 
perfect vacuum in the condenser is more important than it is 
in other cases." The advantage of applying steam expans- 
ively will be seen by an inspection of the following table : if 
the steam is cut off at one-half of its stroke, the perform- 
ance of the engine will be multiplied 1-7 times ; at 
£ ... 2-1 1 .... 28 

i ... 2-4 1 . . . 3-0 

I -.. 2-6 i • • • 3-2 

Watt effected the steam at any desired point by merely 
altering the position of the tappets or projecting pins in the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 21 

plug-frame, by which the valves were actuated upon at the 
proper time. As the motion of the piston was necessarily 
variable when the expansion principle was adopted, Watt 
contrived several ingenious mechanical combinations, by 
which the effect of the engine on the work it had to perform 
was uniform : he, however, did not apply these to any great 
extent, as he employed steam a little greater in pressure 
than that of the atmosphere, cutting off only at one-third or 
one-fourth, according as circumstances dictated. 

The reader desirous of becoming acquainted with these 
further evidences of Watt's inventive talent, will find several 
plans figured, by which this uniformity was obtained, in 
Stuart's Descriptive and Historical Anecdotes of 
Steam-Engincs. We proceed to the consideration of 
more interesting and important matters in connection with 
the inventions of Watt. 

Under the new arrangements it was a matter of import- 
ance to ascertain the state of the vacuum in the condenser 
and cylinder; for on the perfection of this obviously 
depended the efficiency of the engine. In order to ascer- 
tain this, Watt applied a mercurial barometer, connected 
with the inside of the pipe leading to the condenser : and 
another barometer was placed in connection with the boiler. 
The rise and fall of the mercury in the barometor attached 
to the condenser indicated the degree of exhaustion which 
had been made in it ; and by the same operation in the 
barometer attached to the boiler, he had a measure of the 
pressure of steam acting in the piston : from the data thus 
obtained, he was able to calculate with considerable 
precision the amount of power given out by the engine. 

The zero point of the scale is so adjusted, that the 
pointer will point to it when the cylinder is filled with air ; 
and the pressure on both sides of the piston of the indicator 



22 THE CITY OF BOSTON. 

is equal. On a vacuum being made in the steam-cylinder, 
the piston of the indicator is forced downwards ; and the 
spring being thus put in a state of tension, the pointer will 
indicate the different points in the scale, corresponding to 
the degree of vacuum in the cylinder. When the cylinder 
becomes rilled with steam, the piston of the indicator rises, 
and it falls again on the vacuum being made. Thus the 
power of the engine at any period of its stroke is faithfully 
transferred to the piston of the indicator, and by this means 
the power of the engine is estimated. 

At the present time the principle of this engine is still the 
same ; the modifications in the details, arising from greater 
perfection in workmanship, although tending to give an 
appearance of greater elegance to its form, have not been 
extended to its principle of action. To such a high state of 
perfection did Watt bring it, that an eminent authority states 
that a pumping-engine " made after Watt's primitive type, 
would, with an equally effectual boiler, and an equal means 
of clothing and expansion, do about the same amount of 
duty as the best of the modern construction. 

The single-acting engine although admirably adapted for 
the purposes for which it was introduced, namely, withdraw- 
ing water from coal and other mines, was obviously unfitted 
for extension to other purposes in which a continuous rotatory 
motion was desired. By a slight modification of the valves 
of his engine, Watt was enabled to overcome the difficulty ; 
and in the " double-acting engine," for which we are 
indebted to his genius, the piston is both raised and 
depressed by the action of the steam, a vacuum being 
alternately made above and below the piston. In 17S1 he 
took out a patent for this modification, but his attention had 
been drawn to it many years before ; in fact, while 
prosecuting his petition for a prolongation of his original 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 23 

patent in 1774, he had exhibited a drawing of the plan to 
the House of Commons. In this drawing he explained 
how, after the piston had been pressed by the steam to the 
bottom of the cylinder, by shutting off the connection 
between the upper part and the boiler, and opening a com- 
munication between it and the under side of the cylinder, 
the steam by this means could be made to raise as well as 
depress the piston into a vacuous space, which might be 
viade above and below it alternately. For the introduc- 
tion of this form of engine, by which the dead weight of 
the counterpoise was got rid of, the efficacy of the engine as 
a general motive power vastly increased, and the range of 
its powers so much extended, we are probably indebted to 
the rivalry which existed between the firm of Bolton & 
"Watt and other engine-makers, and to the machinations 
which many of them condescended to employ for the pur- 
pose of obtaining a share of the public patronage. Hold- 
ing such an extensive monopoly, a monopoly not only of 
legal power, but also, it may be said, of mechanical genius, 
and of a vast experience such as no others could lay claim 
to, it need not be wondered at that the firm encountered a 
vast amount of obloquy and reproach from various interested 
sources, and that angry feelings and bitter animosity on the 
part of their rival brethren in the trade existed to a large 
extent. 

In the application of the steam-engine to the production 
of a continuous motion, the first step to be taken was to 
change the reciprocating motion of the piston-rod into a 
continuous rotatory one. If the reader will turn to pp 47- 
49 Mechanics and Mechanism, he will there find 
a description of a method to effect this purpose by 
means of what is called a " crank." Although the works of 
philosophy and mechanics published at periods long anterior 



24 THE CITY OF BOSTON. 

to the time of Watt and his contemporaries contained 
illustrations of this contrivance, and although, moreover, 
evidence of its use could be seen in almost every street in 
the knife-grinder's wheel (see p. 48, fig. 72, Mechanics and 
Mechanism), or in many houses in the country in the 
" housewife's spinning-wheel," the animated rivalry which 
existed between several mechanics who claimed the honor 
of its discovery, as an important appliance of the steam- 
engine, is very remarkable ; the great importance which was 
thus attached to its exclusive possession may be viewed, 
therefore, " as one of the many curious illustrations afforded, 
in the progress of this machine, of the great value of even 
an apparently trifling improvement." 

In the year 1779 a Matthew Wasbrough, of Bristol, 
patented a contrivance by which the balanced beam of the 
atmospheric engine could produce a rotatory motion ; and a 
Mr. John Pickard took out a patent in 1780 for producing 
rotatory motion, by substituting the crank. 

From Mr. Watt's own statement there appears every 
reason to conclude, that the idea of using the crank had 
been borrowed from his factory at Soho. But to avoid 
litigation he took out, in 1781, a patent for another method, 
namely the " sun-and-planet wheels." 

The mechanism of the " sun-and-planet " wheels above 
alluded to, for the purpose of obtaining continuous rotatory 
motion from the reciprocating movements of the piston-rod, 
the reader will find explained in pp. 70-77, fig. 142, 
Mechanics and Mechanism. 

The method employed in the single-acting engine for 
connecting the piston-rod with the end of the working beam 
was obviously (see p. 84, fig. 164, Mechanics and 
Mechanism) incapable of being applied 'to the double- 
acting engine ; where the piston was pushed up by the pres- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 2.> 

sure of the steam, not pulled up by the counterpoise, as in 
the single-acting engine. 

This contrivance was found possessed of many disadvan- 
tages on being carried into practice, especially in large 
engines, not the least of which was the great noise and jar 
occasioned by the teeth of the rack and segment engaging 
as the direction of motion of the piston-rod was changed. 
Some more elegant contrivance was therefore desiderated, 
and Watt's genius and mechanical ability no more failed him 
here than at other and as trying times ; and the result of his 
cogitations was the production of that most beautiful and 
philosophical mechanism known as the " parallel motion." 
The principle of this contrivance the reader will find in p. 
84, fig. 165, Mechanics and Mechanism ; and an exempli- 
fication of its arrangement as carried out in practice in the 
diagram fig. 63, p. 44 of the same work. 

In order to render the double-acting engine as perfect in 
its arrangements as possible, and independent of the atten- 
tion of careless workmen, Watt introduced a method by 
which the engine itself regulated its own motion. This he 
effected by adopting what is now known as the " governor," 
a description of which will be found in pp. 87-89, 
Mechanics and Mechanism, also illustrations showing its 
application to the opening and closing of the valve by which 
the steam is admitted to the engine. In the single-acting 
engines the throttle-valve was opened and shut by hand, a 
sufficient uniformity of motion being thus obtained. 

The " governor " was not the sole invention of Watt ; in 
the application of it, however, to the steam-engine, it 
received the impress of his mechanical genius, and was, as 
it left his hands, in elegance and justness of proportion, and 
in original adaptation to his peculiar purposes, a very 
different affair than when used for regulating the sluice of 



"26 THE CITY OF BOSTON. 

water-mills, for which purpose, under the name of " lift- 
tenter," it was largely used. It is right, however, to state 
that, according to Stuart, a Mr. Clarke of Manchester, sug- 
gested the adaptation of the " lift-tenter " to the regulation 
of the motion of the steam engine. 

We have next to notice the arrangements which Watt 
introduced for the purpose of making the boiler supply its 
own wants ; thus adding to the means by which the steam- 
engine, in almost every respect, was made " automatic." 

Previous to Watt's improved arrangements, the boilers of 
steam-engines were generally rude and clumsy affairs, ill 
adapted to raise steam either quickly or economically. 
This was owing, no doubt, partly to the low state of the 
mechanical arts, which precluded any attempt at nice 
adjustment of parts ; and partly to no one studying the 
subject in all its bearings, in order to arrive at a knowledge 
of the just proportions necessary to attain the greatest 
amount of steam at the least expenditure of fuel. The 
shape, too, was chiefly dependent on caprice or precon- 
ceived notions, being confined principally to globular and 
hemispherical forms, with flat or concave bottoms. The 
waste of fuel from these boilers at length attracted the 
attention of practical men, with a view to remedy their 
defects. Boilers of an oblong form were therefore intro- 
duced, and the best of this kind, known as the "wagon " 
from its shape, owed its introduction to Watt. 

And first, as to the important point of supply of water. 
A vertical pipe was connected with the boiler, and 
reached to within a few inches of the bottom. This pipe 
varied in height, according to the pressure of the steam 
employed in the boiler, allowing some 34 inches for each 
pound of pressure above that of the atmosphere. The top 
of this pipe was terminated by a small cistern, supplied with 



ITS STEAM INTERESTS AND LEADING ENGINEERS. Z< 

hot water from the hot-water cistern ; this cistern was fur- 
nished with a valve, opening upwards ; the spindle was 
connected by the lever ; this lever vibrated on the centre 
attached to the side of the cistern ; one end of this lever 
was weighted with a counterpoise, and the other had a 
rod attached to it, which descended into the interior of the 
boiler, passing through a stuffing-box, and having, at its 
lower end, a stone float. The action of this apparatus 
was as follows : — 

On the water getting too low the float sank, pulling with 
it the end of the lever, raising the counterpoise weight and 
the valve ; this allowed the water to descend the pipe to 
the boiler. As the level of the water rose, the float also 
rose, and actuating the lever, the valve was let into its seat, 
thus stopping the flow of water through the pipe. The 
safety-valve, instead of being open as in the old engines, 
was confined in a box, through the cover of which the 
spindle of the valve worked in the stuffing-box, and the 
steam which escaped was led by a pipe to the chimney-flue. 
Another safety-valve was also attached to it, and was 
termed " the internal safety-valve :" its office was to admit 
air to the interior of the boiler, when, by any means, a 
vacuum was formed in it by the condensation of the steam ; 
to effect this, the valve opened inwards. The gauge-cocks 
were used to ascertain the state of the water in the 
boiler. When one was opened, water was forced through it 
alone, steam through the other ; when this happened, the 
proportion of water in the boiler was accurately adjusted; 
if, on the other hand, steam rushed through that cock which 
should have emitted water, the water was deficient, and 
vice versa. Access was had to the interior of the boiler, 
for the purpose of cleaning it out, etc., through the " man- 
hole door : " this was covered by a plate, and properly 



28 THE CITY OF BOSTON. 

secured. The steam for the engine was conveyed by the 
pipe. 

We have now brought the history of the steam-engine up 
to the period when Watt ceased making his improvements 
on it. Such were the perfection of his contrivances and the 
nicety of his details, that he left little to be done towards its 
improvement by other hands. 

We now hasten to conclude our notice of Watt. After the 
expiration of the period which parliament had granted him 
to monopolize the profits of the steam-engine, W^att retired 
from the firm, and leaving the management of the business 
to his son and the son of Bolton, retired from " that estab- 
lishment which his genius had matured, and to which it had 
given a celebrity as wide as the boundaries of civilization, 
to the enjoyment of the fortune which he had accumulated 
from the meritorious and well-directed exertion of a life 
distinguished for its activity and usefulness. The patent 
expired in 1800 ; and in the house which he occupied while 
at Soho, he resided till his death, which event occurred on 
the 23rd of August, 1819. He had suffered some inconven- 
ience through the summer, but was not seriously indisposed 
till within a few weeks of his death. He then became per- 
fectly aware of the event which was approaching ; and, with 
his usual tranquility and benevolence of nature, seemed only 
anxious to point out to the friends around him the many 
sources of consolation which were afforded by the circum- 
stances under which it was about to take place. He 
expressed his sincere gratitude to Providence for the length 
of days with which he had been blessed, and his exemption 
from most of the infirmities of age : as well as for the calm 
and cheerful evening of life that he had been permitted to 
enjoy, after the honorable labors of the day had been con- 
cluded. And thus, full of years and honor, in all calmness 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



99 



and tranquillity, he yielded' up his soul without a pang or a 
struggle, and passed from the bosom of his family to that of 
his God." 

In 1804 Arthur Woolfe, of Cambourne, in Cornwall, 
obtained a patent for an improved steam-engine, in which 
advantage was taken of the expansive properties of steam. 
He employed steam of considerable pressure to work the 
piston of a small cylinder ; and on its escaping from this, it 
was applied to the piston of a cylinder much larger in size, 
and which communicated with a condenser. The proper- 
ties of steam on which this engine -was founded, and the 
truth of which Woolfe thought he had established, were as 
follows : — 

Previous to his experiments being instituted, a fact had 
been asserted relative to the expansive property of steam, 
that with the expansive force of four pounds to the inch, 
steam was capable of expanding into a space four times its 
volume, and yet be equal thereafter to the pressure of the 
atmosphere. His experiments led him to infer, that steam 
of five pounds to the inch would expand into five times its 
volume ; and that steam of 6, 10, 20 lbs. to the inch, 
would expand into 6. 10, 20 times its bulk, and still have a 
pressure equal to the atmosphere, without any additional 
supply of heat. On this supposed discovery of the expan- 
sive property of steam, he proportioned his cylinders : if he 
adopted steam of six pounds to the inch, his large cylinder 
was six times the volume of the small one. Experience, 
however, soon showed the fallacy of this opinion ; indeed, 
Woolfe himself was the first to become aware of it, and in 
his after-practice he adopted different proportions. The 
principle, however, of his engine is still in vogue with many 
of our engineers of high standing, and is being carried out 
in numerous instances, and with great success ; it being 



30 THE CITY OF BOSTON. 

beyond a doubt, that, by judicious arrangements, it is 
calculated to become an economical method of working. 

We have now to notice the principle of " the high- 
pressure steam-engine" and a few historical points con- 
nected with it. The distinction between " low-pressure or 
condensing" engines, and " high-pressure or non-condens- 
ing " engines, is simple enough, and easily remembered. In 
the former, the steam, after it works the engine, is passed 
into the condenser, and a vacuum is formed on one side of 
the piston, it is then sucked down as it were, and by this 
means a considerable degree of power is obtained : in the 
latter, the steam, after working the piston, is passed at once 
to the atmosphere. An eminent authority thus distinguishes 
between the two, and draws a comparison between them : 
" All locomotive engines are of the high-pressure variety ; 
and generally all engines are made on the high-pressure 
plan where the carriage of condensing water would be 
inconvenient, as the first cost of the machine becomes a 
point of more importance than an increased consumption of 
fuel. High-pressure engines are, cceteris paribus, 
necessarily more expensive in fuel than low-pressure engines, 
as they occasion the loss of the power derivable from a 
vacuum ; and as the quantity of heat in the same weight 
of steam is nearly the same at all pressures, there is no 
counteracting source of economy to compensate for this 
deduction. The use of high-pressure engines in circum- 
stances in which the low-pressure engine is applicable, is not 
to be commended ; and the high-pressure engine is rarely 
employed for other purposes than locomotion on railways, 
except in the case of very small engines required for some 

temporary or trivial purposes Where high-pressure 

steam is employed, it is expedient to make the pressure 
considerable, as the deduction to be made for the pressure 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 61 

of the atmosphere is less in proportion with a high than 
with a moderate pressure. Some locomotive engines are 
worked as high as 90 lbs. to the square inch." Notwith- 
standing the objections urged against the use of high- 
pressure engines, they are used in great numbers, and for an 
almost infinite variety of purposes in connection with our 
arts and manufactories. Although with steam of high 
pressure considerable danger exists in the liability to explo- 
sion of the boilers, still, from the general simplicity of 
detail, and the consequent cheapness in construction, and 
their extreme portability, we need not wonder at their 
extended use. 

The merit of the introduction of the first high-pressure 
steam-engine belongs to Leupold, a native of Plunitz, near 
Zwickau. He described it in his celebrated work entitled 
Theatrum Machinarum Hydraulicarum, published in 
1727. With a modesty which formed not the least striking 
characteristic of this amiable man, he attributed the 
invention to Papin, because this individual furnished the 
idea of using the expansive force of steam to raise water, 
and from his having taken the four-way cock which Papin 
used in his air-engine. 

In 1802 Messrs. Trevethick and Vivian, of Cambourne in 
Cornwall, took out a patent for a high-pressure engine, 
which was used to propel a carriage or wagon : the 
arrangements of this engine are particularly ingenious, and 
some of the details modified, form features in many of the 
modern high-pressure engines. 

From 1S04 to 1840 the improvements in the steam- 
engine were marked indeed. In all parts of the civilized 
world manufacturing and commercial demands upon steam 
were continually increasing. This necessitated constant 
improvements in the construction of the appliances aild 



32 THE CITY OF BOSTON. 

those, who, in various ways, contributed to the advancement 
made in this direction are too numerous to mention. 

Although great changes were made up to 1S40, it has 
really been since that time that the greatest improvements 
have been inaugurated, since the discoveries of James 
Watt have been given to the world. 

The crude and imperfect devices of fifty years ago have 
gradually been displaced, from time to time, until today we 
have a most wonderful and intricate system of steam 
appliances. 

We can, perhaps, gain a more satisfactory and accurate 
history of the progress of this work in the last half century 
by a careful review of the prominent manufacturers of steam 
appliances and the results of their labors, which we find in 
another portion of this book, and to which we will address 
our attention after considering the steam plants and their 
engineers as they are today in the city. 



LEADING ENGINEERS. 



Mr. Geo. E. Stafford, the engineer in chief at the 
State House, was born in Woonsocket, R. I., in 
1S48, where he attended the public schools, graduating with 
honor. He served his time with the Union Worsted 
Company, where he was connected for four years, from which 
place he went to the Harris Woolen Company as 
engineer, remaining with them some time. He resigned 
this position to assume the entire charge of the steam 
plant of the Lippett Woolen Company, where he 
continued his labors until the tenth of June, 1875, 
when he resigned and entered upon the duties of 
his present position, which he has so acceptably filled for 
the past eleven years. On coming to the State House, 
he found they were running on high pressure, and the 
steam service, as a whole, was very unsatisfactory. 

He soon changed all this, and to his management is 
due the high position which the steam system at the 
Capitol Building has now assumed. The service is on 
low pressure, and consists of a forty-five horse power 
regular Corliss engine and three eighty horse power 
Whittier boilers, one Sturtevant blower with a six foot 
fan, exhausting thirty-five thousand cubic feet of air per 
minute, also one engine for the incandescent electric lighting 
apparatus, consisting of some one hundred lamps. To 
the work required of the service is the heating of the 
one hundred and seven rooms in the building, and 



34 THE CITY OF BOSTON. 

about sixty rooms in the Commonwealth Building across 
the street, which is connected by five hundred feet of 
pipe. To supply this plant with fuel requires from eight 
hundred to one thousand tons of coal per year. 

Mr. Stafford was at one time with the well known 
N. P. Dawley, and is one of the most prominent engineers 
of Boston, being the chairman of the Board of Directors 
of the American Society of steam engineers. 



The steam apparatus at the Tremont Temple building 
is in charge of Mr. Thomas J. Maw, who was born in 
Montreal, August 26th, 1861. The first few years of his 
life were occupied much like those of other boys in 
attending school and devoting his spare time to the 
games and past-times which boys so much enjoy. When 
about fifteen years of age, he evinced a desire to become 
a machinist, and served three years at the trade. At the 
end of that period, he assumed charge of one of the 
large engine and boiler works near Montreal, where he 
remained for three years, during which time he was called 
to the States for the purpose of superintending the steam 
fitting of a large factory then in process of erection on 
the Cape. When this work was completed, he made 
arrangements whereby he remained and assumed entire 
charge of the department. From here, feeling a desire 
to become situated in some larger place, he went to 
assist the Brush Electric Light Company in establishing 
their plant at Nantasket, after which he returned to 
Boston and took charge of several large engines on the 
Back Bay. Some two years ago, being offered the 
position which he now occupies, he resigned his various 
other charges to this end. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 35 

The system with which Mr. Maw is connected consists 
of one eighty and one forty horse power boiler, and one 
fifteen horse power engine which drives a twelve foot fan 
for ventilating the building. There is also one double 
upright twenty-five horse power engine which runs the 
elevator and three Blake pumps for feeding the boilers. 

He is a member of Washington Lodge No. 10, and 
Uniform Rank Division No. 4, Knights of Pythias, is con- 
nected with a literary society and with one of our cornet 
bands. He is probably the youngest engineer in full charge 
in the city, and has a bright future before him. 



Mr. Adam Hagarty was born on May 23d, 1852, in 
Waterford County, Ireland. When about eighteen years 
of age he concluded to join a company of his friends 
who were about to seek their fortunes in the new world, 
and first went to New Brunswick, where he learned his 
trade in one of the large boiler works of that place. 

At the end of three years, thinking to better himself, 
he accepted the position of fireman on the " New England," 
one of the boats of the International Steamship Line, 
and was on her when she was wrecked on that memorable 
night. He remained with this company over two years, 
then tiring of steamboat life, came to this city and accepted 
the position of chief engineer of the Richardson Building, 
No. 1 78 Devonshire Street, where he now is. 

In politics Mr. Hagarty is a Republican, and takes a lively 
interest in the welfare of his country. He is a member of 
the "American Legion of Honor" and an Odd Fellow in 
good standing. The service which he so admirably super- 
intends consists of two sixty horse power boilers, one forty 
horse power Brown engine, and one Worthington duplex 



36 THE CITY OF BOSTON. 

pump on the sprinkler system. Four elevators and five 
large printing establishments receive their motive power 
from this plant. 

Mr. Hagarty is a most genial man and an honor to his 
position, which he has so faithfully occupied for the past 
twelve years. 



Thomas Quinn, was born in County Cork, Ireland, in 
1842, coming to this country when a mere child, and en- 
tering the public schools where he proved an apt and 
diligent scholar. When but a young boy, he manifested a 
strong love for the sea, and as soon as possible entered upon 
the duties of an engineer of tlje Merchant Marine, where he 
remained eleven years. 

When the war broke out he entered the navy, being con- 
nected with various boats, among which were the United 
States Steamships, " Ino " and "Pautuxet." 

On his return, he was prevailed upon to assume charge of 
an engine in the Navy Yard, where for three years he ren- 
dered most acceptable service. At the close of this period, 
he entered the morocco works of G. S. Hall & Company, 
where he was chief engineer for nine years. He then re- 
turned to the Navy Yard and occupied his old position until 
about three years ago, when he took charge of the steam 
system at the Boston Journal Office where he now is. In 
politics he is an Independent, and votes for whom he 
considers the best man. 

The plant in his charge consists of two sixty horse power 
boilers ; two forty horse power engines for general work ; 
two fifteen horse power Whittier elevator engines, one air 
and two feed pumps. Mr. Quinn is an efficient and consci- 
entious man. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 37 

Henry Meyer, Esq., chief engineer at the Boston Herald 
office, was born in Breman Co., Germany, in 1840, where 
his boyhood days were spent. When about sixteen years 
of age, his ambition prompted him to seek his fortune in an 
unknown land, and he came to the States with a deter- 
mination to make his mark in the world. He located in 
Cambridgeport and served his time with a tanner, one 
William Miller, and for eight years remained a valuable 
assistant to his employer. At that time the position which 
he now occupies was offered him, and for fifteen years he has 
continued his labors at this place, making many valuable 
improvements in the plant which is one of the largest in 
the city. Mr. Meyer says he is too busy to take an active 
interest in politics, nevertheless he is alive to all that 
transpires for the good and welfare of his country. At the 
time of the Rebellion he entered the navy, and as one of 
the boys in blue assisted in overthrowing the wrong and 
placing the right on the throne, being in the service two 
years, from which he was honorably discharged. 

He is a member of Lodge No. 2006, of the Knights of 
Labor, and is interested in all that pertains to the im- 
provement of his fellow men. The system of which he is 
chief consists of two sixty and one eighty horse power 
engines ; one three hundred horse power boiler, four pumps 
and three Sturtevant blowers, two four feet, and one three 
feet in diameter. Mr. Meyer is considered one of the 
best engineers in the city. 



J. H. Kazar, Esq., was born in Williamantic, Conn., 
in 1842. Like most American boys he attended the public 
schools of his native place, and manifested a deep interest 
in his various studies. On completing his education, he 



38 THE CITY OF BOSTON. 

decided to become a machinist, and made arrangements 
whereby he served his time with Pitkin Bros., 
of Hartford. About this time the war broke out, 
and being a gallant son of his country, he entered 
the service of the First Connecticut Cavalry and went 
to the defence of his native land. He was in the army 
about three years, and at the close of the war came to 
Boston and accepted the position as chief engineer at the 
St. James Hotel, which was then in its palmy days. He 
remained there eight years, resigning to accept the entire 
charge of the steam system in the large and magnificent 
pile known as the Equitable Building, where for twelve 
years he has ably conducted this great plant. The service 
consists of three twenty-five horse power hoisting engines 
built by McAdams & Cartwright, of New York, two steam 
pumps, four fifty horse power boilers, and one Blackman 
wheel, four feet in diameter, exhausting twenty-five thousand 
cubic feet of air per minute, which is used for ventilation. 

He is one of the oldest engineers who run cable elevators 
in the city, the second one being constructed for the St. 
James Hotel, at which place he was at the time. Since 
assuming his present position, the service of the Equitable 
Building has continually improved, and to-day stands second 
to none in point of its efficient management. 

Mr. Kazar is a member of St. Pauls Lodge of Free and 
Accepted Masons, and stands in the foremost rank of our 
engineers. 



Mr. A. C. Barone was born in Remiis, Switzerland, 
1844, where his boyhood days were spent. On coming to 
man's estate, he determined to strike out for himself, and 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 39 

believing he could do well in this country, bid farewell to 
his native land and set his face toward the west. 

On arriving in America, he found treason and rebellion 
rampant, and like a true man shouldered a musket and 
marched forth with the brave boys in blue, striking a blow 
for right and liberty. At the close of the war he laid 
down his arms and looked about for employment in his 
chosen work. Though a stranger in a strange city, one like 
Mr. Barone could not long remain without a position of 
trust, and soon that of chief engineer at Young's Hotel was 
offered him, where, for the past sixteen years, he has effic- 
iently conducted this plant, and to him is due the credit 
for its present standard of excellence. It consists of three 
boilers, one sixty-five, one forty-five and one thirty horse 
power, also two elevator engines. 

Mr. Barone is a mason and a member of the Knights of 
Honor. He is considered a most careful and efficient 
engineer, and with his years of experience is among the 
most prominent in the city. 



William Johnson, Esq., was born in Lincolnshire, England, 
in 1 86 1, and remained about home until he was apprenticed 
to a machinist, or as they term it, a fitter. At this time he 
was only fourteen years of age, but his ambition to perfect 
himself in his chosen profession was such that he met with 
more than ordinary success, and proved such a valuable 
assistant that he remained five years beyond his serving 
time. He next went to Yorkshire, where he accepted a posi- 
tion on the Manchester, Sheffield and Lincolnshire Railway 
which he occupied two years. Fortune then directed his steps 
to America and the following March he secured passage on 
an eastern bound vessel. He had been in Boston but a short 



40 THE CITY OF BOSTON. • 

time when he obtained a position at the Highland Foundry as 
machinist, later resigning in favor of his present position as 
chief engineer at the Advertiser Building. The plant consists 
of one Sturtevant fifty horse power engine, one fifty-five horse 
power boiler, one incandescent electric lighting machine ; one 
Blake air pump, one Knowles water pump, two Dame pumps, 
one Blackman wheel, four feet in diameter, one Shepard 
upright twenty horse power engine and one Whittier water 
elevator. Since Mr. Johnson has had charge of this system 
it has continually improved, and today is one of the best 
managed plants of Boston. 



Clarence C. Hanford was born in Redbank, Monmouth 
County, New Jersey, in 1839, and the first few years of his 
life were spent in the public schools of his native town. 

When but a boy his people, desiring to secure better 
advantages for him, removed to Boston and placed him in 
the Chauncy Hall School where he remained until he en- 
tered the Institute of Technology. While in this well 
known institution of learning, he became especially inter- 
ested in chemistry, and took a special course of study in 
that department. When the war broke out he entered the 
service and like a true son fought for his country. At the 
close of the rebellion, he received the following testimonial 
from the Government :— 

To Clarence C Hanford, Co. A., Third Artillery and United 
States Navy. 

The Commonwealth of Massachusetts honoring the faithful 
services of her sons who formed a part of the land and sea forces 
of the United States employed in suppressing the Rebellion 
and maintaining the integrity of the nation, has by resolve of 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 41 

the General Court of 1S69, directed the undersigned to present 
you this testimonial of the people for your patriotism. Granted 
at Boston the nineteenth day of April, in the year of our 
Lord one thousand eight hundred and seventy. 

Signed : William Claflin, Governor. 
J. A. Cunningham, Maj. Gen. 

On his return from the war he entered the Eagle Sugar 
Boilers, where he occupied the position of chemist for 
eight years or until the panic of 1873, when this house was 
overtaken by the financial storms of that time, lie then 
became connected with a brother in the construction of 
elevators. For eighteen years he has been interested in 
steam, and to him is largely due the complete system of 
which he has charge in the Simonds Building. The plant 
consists of two fifty horse power boilers, one double engine 
for the elevators, and a large heating apparatus of both high 
and low pressure, which furnishes the heat for the eighty- 
five rooms in the building from one hundred and eighteen 
radiators. ' In politics Mr. Hanford is independent, he is a 
member of John Abbott Lodge of Free and Accepted Masons 
of Somerville, and is one of the prominent engineers of 
Boston. 



One of the most prominent names among our city engin- 
eers is that of Milton G. Wood, Esq. Mr. Wood, whose 
name is so familiar to those interested in the use of steam, 
was born in 1841, among the green hills of Vermont. 
In his boy-hood days he attended the public schools of 
Bridgewater, Windsor County, his native place, and at an 
early age gave evidence of his mechanical bent. 
While he prosecuted his studies with no less interest than 
others of his own age, nothing had the power to hold his un- 



42 THE CITY OF BOSTON. 

divided attention in so large a degree as work of an intricate 
mechanical nature. He was forever building a boat 
or an engine with some new contrivance of his 
©wn inventive mind ; in fact, at fifteen years of 
age, in order that he might devote his whole 
time and attention to this particular work, he gave up school 
and entered the employ of Daniels & Raymouth at Wood- 
stock, who were large manufacturers of cotton, woolen and 
paper machinery. He- entered the ist Vermont Regiment, 
Co. B., William W. Belton, Captain, and in May of the same 
year marched to the front with a brave heart and a strong 
arm in aid of his country. He was in many of the most 
important engagements, and at the close of the war 
returned with the knowledge and satisfaction that the work 
had been accomplished and the Union saved. 

Mr. Wood had hardly doffed his uniform when he was 
offered a position on the Rutland and Burlington Railroad, 
at their works at Rutland, Vt. He remained here two years, 
when he entered the construction department of the Vermont 
Central Railroad as foreman, where he remained until he 
accepted the position in the same capacity on the New 
York and New England Railroad, here in Boston. 
For five years he occupied this position, and 
resigned to accept that of master mechanic for N. C. Mon- 
son, and with him was connected with the Back Bay 
improvements. Two years later he accepted the chief 
engineership of the Boston Post Office, where, on the eighth 
day of last September, he had been for the long period 
of twelve years. 

The steam interest of which he had charge here is one 
of the largest in New England, consisting of two Porter 
Allen engines, one hundred horse power each, which furnish 
the motive power for the one thousand Edison electric 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 43 

lamps, which light this great building; three hydraulic 
pumps which run six large elevators ; one large 
rotary engine, which furnishes the power for two elevators, 
the printing office, and ten canceling machines for canceling 
stamps ; one Sturtevant blower engine for ventilation, which 
exhausts twenty- six thousand cubic feet of air per minute ; 
eight steel boilers, forty- eight inches in diameter, and sixteen 
feet in length ; one large fire pump with four duplex 
steam cylinders connected with two thousand feet of hose 
and six hydrants on the roof of the building, each of 
which will throw an inch stream of water simultaneously. 
It can be readily seen that the knowledge and experience 
required for the direction and control of this vast system 
could be found in but few men, and among these few the 
name of Mr. Wood will ever be prominent. 

In physique, Mr .Wood is finely built, of a sanguine temper- 
ament and a most genial gentleman — in fact a representa- 
tive son of his native State. He has for the past ten years re- 
sided in South Boston, where he is interested in all that is 
for the public good, being one of the few who were 
instrumental in organizing the charitable institution 
which is incorporated as Dahlgren Hall, connected with 
Dahlgren Post 2, Department of Massachusetts, Grand 
Army of the Republic, of which he is a mem- 
ber. He is also President of the American Society of 
Steam Engineers. 

Though a Republican in politics, he is not con- 
trolled by party lines, but casts his ballot for those whom he 
believes will serve the best interest of his country. 



Mr. Edmund Frank Drew was born in South Boston in 
1856. He came from an old family of engineers, being the 



44 THE CITY OF BOSTON. 

son of Frank Drew, Esq., so well known to the last genera- 
tion, and has two brothers in other parts of the States in 
the same line. For the first eight years of his life, 
Mr. Drew attended the public schools of this city, 
after which his father removed to Maine, where he 
continued his studies for a few years. As he grew 
towards manhood and manifested an interest in 
machinery, he looked about for a desirable place to learn 
the machinist trade. The result was that he apprenticed 
himself to the Woonsocket Machine Company, at Woon- 
socket, R. I., where he served his time. As time 
wore on, he became connected with the Globe Mills, 
under N. P. Dawley, where there were two Corliss 
engines of seven hundred horse power each. He remained 
here some three years, and resigned to accept the position of 
engineer with the Hopedale Machine Company, of Milford, 
Mass., where he remained a little more than a year. 
He then went to Benson & Nelson's, where he had 
charge of all the machinery of the plant. Fie remained in 
full charge here for three years, at a constantly increasing 
salary. From Benson & Nelson's, he went to Worcester 
with Washburn & Garfield, steam fitters, from whence he 
came to Boston and entered the employ of Drew & Coffin, 
with whom he remained for some time, from whence he 
went to the W'alworth Manufacturing Company. At 
this time, while superintending the steam fitting of the 
building occupied by W. S. Butler & Co. on Tremont 
Street, Mr. Butler persuaded him to resign his position and 
assume the charge of his establishment here. Upon due 
consideration he concluded to make this change, and 
accordingly did so. When he assumed the charge of 
Mr. Butler's plant, it consisted of only one small engine, 
and he had occupied his new position but a short time 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 45 

when he discovered that something must be done to venti- 
late the building. He forthwith conceived a system which 
for its simplicity of construction and the character of its 
work could hardly be improved. It consists of a forty- 
eight-inch Sturtevant blower, which is connected with a 
system of conductors, which discharge from fourteen 
registers 31,982 cubic feet of air per minute, which is 
changed every eight minutes. Some time later he introduced 
one of Prof. Sweet's straight line engines for running an 
electric lighting apparatus, which, by the way, is the only 
one in the city used for that purpose. It is forty-eight horse 
power, and makes two hundred and sixty-five revolutions 
per minute. He uses the Thomson-Houston arch and 
incandescent systems of lighting, and has also introduced a 
Wainwright, one hundred horse power steel heater. He 
runs this whole plant with only one small boiler, forty-eight 
inches in diameter and sixteen feet in length. He has oc- 
cupied his present position as chief engineer for the past 
four years, and is one of the best in the city. 



Geo. H. Gruebv, engineer in chief at the City Hall, was 
born in 1 844 in the north part of the city, where he attended 
the public school until he began to look about the world for 
himself. Thinking the trade of a machinist would be to his 
liking, he made arrangements with the management of the 
well known Atlantic works, and served his time with them. 
On completing his labors at this place, he became con- 
nected in East Boston, where he remained until offered a 
position at the bending mill in the Navy Yard, which he 
occupied several years, resigning in favor of the Waltham 
Manufacturing Company. He was at these well known 
works until 1876, when he was prevailed upon to assume 



46 THE CITY OF BOSTON. 

full charge of the steam plant at the City Hall, where for 
the past ten years he has so ably been connected. 

Mr. Grueby has had a long and varied experience in the 
service of steam, and occupies the position of Vice-President 
of the American Society of Steam Engineers. 

The plant at the City Hall consists of four boilers of one 
hundred and seventy-five horse power, two engines and one 
Sturtevant blower, which furnishes six thousand cubic feet of 
air per minute for the Council Chamber. The Court House 
is connected with the City Hall plant, and to furnish them 
both with heat and power requires only about six hundred 
tons of coal per year. Mr. Grueby is one of our most prom- 
inent engineers. 

A. L. Barnes, Esq., engineer in chief at the Mason building, 
Liberty Square, was born in South Hampton, February 
12, 1844, wnere he attended the public schools, later 
going to the village high school of Westfield for a few terms. 

He began work at an early age on the farm, but this was 
little to his liking, so he secured a position in the village gro- 
cery store. He had not been long in the practical workings 
of a small country shop when he became restive, and as the war 
had just broken out, though but a boy of eighteen he enlisted, 
being enrolled on the twenty-fourth of September, 1862, in 
Company C Forty-sixth Massachusetts Volunteer Militia, 
and for nine months was in active service. On his return, 
he went to Northampton, temporarily, as a watchman at the 
Insane Asylum, after which he was induced by a friend to be- 
come connected with a broker with whom he had hardly be- 
come acquainted ere he left the town one dark night forget- 
ting to pay his clerk his week's wages. This proved, however, 
to be a blessing in disguise, as in a short time he was in the 
employ of a large wool house who, recognizing his ability, 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 47 

sent him to Hartford to superintend their interests at that 
place. From there he returned to Westfield, once more 
trying the grocery trade, but his ambition for a more active 
life soon led him again into the world, where he became 
acquainted with some fitters who were piping a building, and 
seeing a pair of pipe tongs concluded to look for a situation 
in that line. 

He was soon in the employ of Pitkin Brothers and Com- 
pany, superintending their work until the Rhode Island Steam 
and Gas Piping Company offered him a position which he 
occupied one year. After this he became connected with 
the world-renowned H. B. Smith Company, of Westfield, for 
whom he was on the road about three years. He next borrowed 
one hundred dollars of an uncle with which he secured a half 
interest in a kit of pipe tools, by which he was enabled to 
contract for repairing the Globe Theatre building in Boston, 
after which he was offered the position as engineer of the 
plant remaining until the great fire. He then took a half 
interest in a machine shop in Westfield, which from pre- 
vious bad management had continually depreciated. Here he 
remained five years battling against fate, finally making ar- 
rangements to conduct the business alone. He was connec- 
ted with many important enterprises, among which were the 
Capitol at Albany, N. Y., Wellesley College and the Mason 
building of this city, on the completion of which he assumed 
charge of its steam system April first, 1881. In politics Mr. 
Barnes is a Republican, a member of Mount Moria Lodge of 
Free and Accepted Masons of Westfield, and a member of 
Post No. 7, Grand Army of the Republic. 

The Mason building contains eight hundred thousand cubic 
feet requiring heat and power, which is furnished by one 
twenty horse power engine connected with a large ten foot 
Sturtevant fan constructed especially for the building, which 



48 THE CITY OF BOSTON 



displaces five hundred thousand cubic feet of air per minute. 
One fifteen horse power boiler for heating purposes ; and two 
one hundred horse power boilers for general work. 

Mr. Barnes is a genial gentleman and occupies a high posi- 
tion in the estimation of his fellow engineers. 



Michael Dunlap was born in Northumberland, N. H., in 
1852, where his youngest days were spent, although his edu- 
cation was mostly acquired in Maine, where his people 
were soon located. When about fifteen years old he came 
to Boston, thinking the chances in a large metropolitan city 
would be to his advantage, and securing a place in one of 
the large machine shops, he served his time at steam fitting. 

For several years he was connected at various times, with 
some of the best known firms of the city. In 1S75, he was 
offered the position of fitter at the Whittier Machine works, 
and for over five years was a valued employed Resigning 
this position he accepted that which he now holds as engi- 
neer at the Adams House, where he has been the past four 
years. In politics he is a Democrat, but never allows party 
feeling to surmount his personal convictions, and is a member 
of Prince Lodge, No. 128, Legion of Honor. 

The plant of the Adams House consists of two twenty-five 
horse power Whittier elevators, one Ryder Horizontal twenty- 
five horse power engine ; two fifty-four inch boilers ; one 
Knowles pump, number three ; one Sturtevant blower, four 
feet in diameter, and one small Blackman wheel. These 
furnish the heat, power and ventilation for the three hundred 
rooms in the building, and the efficiency which Mr. Dunlap 
has displayed in his management, places him among the first 
engineers of the city. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 49 




Mr. Geo. W. Howard was born in 1857, in Woburn, 
where he attended the public schools until he began work 
at the early age of fifteen, entering the employ of Burrell 
& Co., of that place, where he served about three years. 
After finishing there he secured a small engine which he 
run until he became interested in the milk business, in 
which his success was such as to lead him to secure an 
interest in a Chelsea express route. This, however, was at 
the time of the financial depression of seventy-three, and 
among others this undertaking was overthrown, and he was 
forced to begin life anew. He returned at once to his 
trade, and for three years was interested in various steam 
plants, when he obtained the position of fireman, under S. 
B. Adams, of the New England & Weston Electric Light 



50 THE CITY OF BOSTON. 

Company. At the end of three months he was promoted 
to engineer, and assigned to the Eastern Avenue Station, 
to relieve the first and second assistants, at which place he 
was connected with one pair of one hundred horse power 
Buckeye Engines, having a speed of one hundred and fifty- 
three revolutions per minute, and one pair Hawkins Engines 
of fifty horse power per side. After a time this' station 
was closed, and the company in reducing their help placed 
him in the Stanhope Street Station as second assistant. 
When he had been there about fourteen months he decided 
to make some change, owing to a personal unpleasantness 
which had arisen with his superior, and, through the influ- 
ence of Mr. Adams, he secured the position of chief 
engineer at the Merchants' Electric Light Station, where he 
remained over two years, resigning to accept a position 
offered by the Rhode Island Locomotive Works, at Provi- 
dence. He had been there but seven months when the 
large manufacturing establishment of G. E. Barstow & Co., 
sent to them for a supply on account of the sickness of 
their own engineer, and he was accordingly detailed to do 
the work. His services were so satisfactory that arrange- 
ments, were made which resulted in his assuming full charge 
of this large plant, which consists of a four hundred horse 
power Harris Corliss Engine, and nine hundred horse power 
boilers, constructed by the Rhode Island Locomotive 
Works. Mr. Howard's experience has been extensive and 
varied, and he has been connected with some of the largest 
plants of New England. 



Mr. A. Guillifer was born in 1842, in Bangor, Me., 
where he availed himself of the opportunities offered by 
the district school until he was fourteen years of age, when 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 51 

he began to work for himself. He served his time in one 
of the large machine shops of Portland, after which he 
entered the service of the merchant marine on one of the 
boats of the International Steamship Company plying 
between Boston and St. John. He was connected with 
this company for the long period of thirteen years, working 
up from fireman to engineer. In 1861 he entered the ser- 
vice of the navy, being eighteen months in the steamship 
Colorado and thirteen months in the Passoite, from which 
he received an honorable discharge. Through the influence 
of a friend some two years ago, he came to this city and 
took charge of the steam plant at the Pavilion of Hough- 
ton & Dutton, on Tremont Street, where he has conducted 
his work with marked efficiency. Though his old position 
is still open to him at any time, he has become interested 
in his system here, and continues his valuable improve- 
ments. He is of a philanthropic disposition, has been 
connected with the Odd Fellows for six years, is a member 
of the Grand Army of the Republic, J. A. Hawes Post 15, 
of East Boston, and is prominently connnected with the 
Society of Marine Engineers. 



F. A. P. Cox, Esq., was born at Blackberry Station, Kane 
County, 111. His people soon after his birth removed to 
Cambridge, where he attended the public school until he 
moved to Chelsea, where he completed his education. 
When but a young man he decided to visit his birthplace 
and accordingly started for the West. While in Cleveland, 
Ohio, he had the opportunity of seeing considerable 
machinery and became so much interested in the work that 
he made arrangements to serve his time, staying, however, 
five years. His thoughts being frequently on the East, and 



52 THE CITY OF BOSTON. 

his friends in this part of the country, he decided to resign 
his position and return home. On coming to Boston, he 
engaged in the tin business on Commercial Street, where he 
was connected about a year. In 1883, he was secured by 
the Weston Electric Light Company as assistant engineer of 
their Stanhope Street Station, and on the resignation of Mr. 
Adams, was promoted to the position of engineer in chief. 

The plant consists of one pair of two hundred horse 
power Buckeye engines ; two Armington & Sims four 
hundred horse power engines ; four seventy-two inch shell 
boilers sixteen feet long, one Weston thirty horse power 
engine, one Davis pump, one Berryman heater and two 
Hancock inspirators. This system controls over fifty dyni- 
mos which supply one thousand electric lights. Mr. Cox is 
one of the most able engineers in Boston, and has a bright 
future before him. 



Mr. Robert Thompson was born in 1848, in Romeo, 
Mich., from whence his people moved to the South when 
he was a mere child. The first few years of his life were 
spent in Morgan City, La , from which place they again 
moved, going to Hartford Conn., where he entered the 
public schools, studying until he began work for himself. 

When the war broke out he showed his patriotism by 
entering the Twelfth Connecticut Regiment, with whom 
he met the enemy in many important engagements. At the 
close of the Rebellion he came North, and after being here 
sometime, was so much pleased with the place that he 
concluded to remain. Having previously served his time in 
Hartford, with the well known H. P. Blair, with whom he 
was connected over four years, his services were soon in 
demand by Walker, Pratt & Co., where, after being seven 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 53 

years, he resigned to assume charge of the extensive work 
conducted by Brayman & Dow, staying there five years 
when he was persuaded to resign in favor of Wright & 
Moody, where he has been for the past year. Mr. 
Thompson has one seventy-five horse power engine, two 
sixty horse power boilers, and one number four Knowles 
pump. He is considered a most efficient man and holds an 
enviable position among his fellow engineers. 



Mr. E. H. Wilson was born in St. George, Knox 
County, Maine, in 1842, where he attended the district 
school during the winter months, and worked on the farm 
in the summer. 

He was naturally of an ambitious disposition, and though 
cheerfully performing the duties required of him from day 
to day, his mind was always active in acquiring knowledge 
of a mechanical nature. As he grew toward manhood, his 
inclination led him to try the sea, and for a few years his 
life was first that of a seafaring man, and then a farmer. 
Tiring of this, he came to Massachusetts, going to Wor- 
cester, where he entered a machine shop, serving two years, 
from which he went into the navy as an oiler on the steam- 
ship Saco, which was guard ship at Fortress Monroe. At 
the close of the war he returned to Boston, and served two 
years at steam fitting, after which he went as night watch- 
man to the Hallett & Davis Piano factory, where he 
remained until two years later, when he resigned to go as 
night engineer to the great pork packing establishment of 
John P. Squire & Co , at Cambridge, and later was con- 
nected with the Cambridge Rolling Mills two years. On 
completing his engagement there, he went to Rockland, 
Me., as engineer in a large grist mill which had just been 



54 THE CITY OF BOSTON. 

erected, where he remained about three years, after which 
he went to Dix Island, and was engaged in cutting the 
stone for the New York Post-Office, then in process of erec- 
tion. " At this place he had charge of the first steam drill 
used in that State, and later was at Hencon Island in con- 
nection with the St. Louis Post-Office and Custom House 
work, after which he returned to Rockland, remaining 
about one year. At this time the work for the Albany Post- 
Office was in progress at St. George, his native place, and 
here his services were soon in demand. On finishing this 
engagement he returned to Boston and resumed his work 
with the Hallett & Davis Piano Company, after an absence 
of fifteen years. 

In politics he is a strong Prohibitionist, being a member 
of the Ward and City Committee of Ward Twenty, and is 
always at the front in the cause of temperance. He is a 
member of the Rockland Lodge of Free and Accepted 
Masons, of Rockland, Me., and is prominently connected 
with the Independent Order of Stationary Engineers. 

The plant of which Mr. Wilson has had full charge the 
last five years, consists of one pair side ' valve fifty horse 
power engines, one pair one hundred horse power boilers, 
one Blake and one Dean pump, a Davis power pump for 
feeding the boilers, an artesian well with a Davidson pump 
attached, and a full equipment of automatic alarms, pipes, 
hose and fire extinguishers. 

The building contains six miles of steam and ' gas 
pipe, and in its management is among the first plants of the 
city. 

Mr. D. F. Kilgour was born in Boston, in 1863, where 
he attended the public schools until he was thrown on his 
own resources. Fortune directed his steps toward a. steam- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 55 

fitting establishment, where he served his time, completing 
it in a little less than three years. He has been connected 
at various times with some of the best known firms of the 
city, among which may be mentioned Mudge & Joy, Jordan, 
Marsh & Co., The Walworth Manufacturing Company and 
the Commercial Manufacturing Company. Much of his 
time has been spent in the engine rooms of pleasure boats, 
many of the most magnificent having been in his charge. 
In this service he is very successful, and his wide experience 
and general information place him in the foremost rank of 
those who make this department of steam work a specialty. 
Mr. Kilgour, at present, has charge of the plant at the 
Music Hall building, which consists of three boilers and 
two engines. He uses a Hancock inspirator and all modern 
improvements, and much credit is due him for the excel- 
lency of the system under his control. 



Mr. G. S. Kingsbury was born in Keene, N. H., in 
T830, where he worked on the farm and in the mills, acquir- 
ing, in the meantime, what education he could. On coming 
to Boston, he secured a position as fireman, and for some 
time continued in that capacity, but one of Mr. Kingsbury's 
ambition could not long remain at this work, and he was 
soon given full charge of an engine with Rawson & Hidgen, 
with whom he remained seven years, resigning to accept 
charge of the system of the Old Boston Wheat Bread Com- 
pany, with whom he stayed three years, from whence he 
came to his present position, which he has so ably filled the 
past ten years. The plant of Codman & Shurtleff, of 
which he has full charge, consists of one fifty horse power 
Hollis engine, one fifty horse power Whittier boiler, two 
Blake pumps, one Ashcroft plunger, one Sturtevant blower, 



56 THE CITY OF BOSTON. 

six feet in diameter, and one of the new Baragwanath feed 
water heaters and purifiers, which is the second one in the 
city, and which Mr. Kingsbury was instrumental in introduc- 
ing into Boston. 



Mr. Henry M. West was born in 1830 in North Bridge- 
water, and is a genuine Bay State boy. The schools at that 
time were the usual district institutions, and he availed him- 
self of all the advantages they offered until he was eight 
years old, when he began work. At that early age he was 
quite a little shoe-maker, working at his own small bench 
until he was sixteen, when he was apprenticed to a carpen- 
ter. This, however, was not at all to his liking, and three 
years later he negotiated with the world-renowned Corliss, of 
Providence, which resulted in his serving five years at these 
works. While there he was sent to Fall River to place one 
of their large engines, and on the completion of his work 
was persuaded to remain and continue in full charge of the 
plant, which he did until the destruction of the mills by fire ; 
afterward he took down the engine, repaired it, and placed it 
in the new building, continuing to run it some three years. 
He then returned to Providence assuming charge of one of 
the extensive plants of that city for thirteen years ; from 
there he went to Walpole, staying two years, when he was 
secured by the New York and New England Railroad, with 
whom he remained over five years. He resigned this last 
position to assume full charge of the plant of R. Hollins & 
Co., which task he has so ably accomplished. The system 
consists of a fifty horse power Brown Engine and a one hun- 
dred horse power Cunningham boiler. He has also been 
connected with the Old Colony Railroad, and was at one 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 57 

time in Brockton thirteen years, being obliged during the 
whole period to stop his plant but forty-five minutes. He is 
an Odd Fellow and a member of the National Order of 
Steam Engineers, and in the capacity of a locomotive or 
stationary engineer, Mr. West is most efficient, and his is one 
of the prominent names of the city. 



Mr. S. C. Spaulding was born in 1843, in Concord, N. 
H., from whence his people removed to South Carolina, 
while he was but a small child. When a young man, he 
entered a large machine shop in Charleston, that State, 
where he served his time, on the completion of which he 
secured a position on one of the railroads in that section. 
Being in Florida when the war broke out, he entered the 
Southern army, and was in most of the important engage- 
ments, being in Kentucky, Tennessee and Mississippi, and 
forming one of the number on the memorable march 
through Georgia, serving in the Third Florida Regiment. 
At the close of the Rebellion, he assumed charge of a 
stationary engine, and for three years remained in the South, 
at the end of which period he went to Westerly, Conn. 
When his labors here were completed, he was secured by 
the ^Etna Cutlery Company for their works at New Britain, 
with whom he remained about one year. He then returned 
South for a short visit of four months, after which he was 
engaged in various places in setting up some of the largest 
plants in the New England States. 

He next came to Boston and went with N. Cummings & 
Co., on Albany Street, where he rendered valuable service 
for the long period of ten years. From Mr. Cummings' he 
went to the Commonwealth Hotel, then accepted his present 



58 THE CITY OF BOSTON. 

position of engineer in chief at the well-known works of 
Morton & Chesley. In politics Mr. Spaulding is a Demo- 
crat, and is a member of Harmony Lodge, No. 42, of Free 
and Accepted Masons, of Waterbury, Conn., a member of 
the Knights of Pythias, and of the Knights of Honor, and 
is prominently connected with the Independent Order 
Number Three of Steam Engineers. He has one seventy- 
five horse power Whittier Engine, two ninety horse power 
Whittier boilers, and one Hancock inspirator. He is promi- 
nent among the engineers of the city. 



W. H. Matherson, Esq., engineer in chief at the New 
England Homoeopathic Hospital, was born in 1839 at 
Scituate, R. I., where at an early age he began work, which 
necessarily crippled his opportunities for an education. He 
worked at various things until he obtained the position of 
fireman on one of the trains of the Providence and Stoning- 
ton Line, where he remained over three years. By this 
time he had become so much interested in steam appli- 
ances that he determined to learn the trade of a machinist, 
and to that end resigned his position and entered the 
machine shop of the Hope Iron Company, serving four 
years, after which he was offered the position of engineer at 
the large flouring mill of Roger Williams, where he assumed 
full charge of a two hundred horse power Corliss Engine. 
From there he went on the road, constructing and setting 
up engines all through the British provinces and in the 
West. When he had completed his labors in this direction, 
he returned to Providence and assumed charge of the plant 
at the Pascome Woolen Mills, where he was connected two 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 59 

years, resigning to accept the position of engineer at the 
large ice works of that city. On finishing his work there he 
was secured by the Auburndale Watch Company, remaining 
with them four years, when he took the position at the 
Commonwealth Hotel, where he was connected two years. 
The New England Homoeopathic Hospital being about com- 
pleted, the management began to look about for an 
engineer, and learning of the whereabouts of Mr. Mather- 
son, secured him at once, and for three years he has 
efficiently conducted this plant, making many valuable 
improvements and contriving many new devices for the 
saving of fuel. He has a large and valuable library on 
steam and kindred subjects, and his knowledge of its prin- 
ciples is most thorough. He is independent in politics, and 
for fifteen years has been connected with the Odd Fellows, 
is past president of the National Society of Engineers, 
being one of the charter members of this body. He has 
two boilers, two engines, two Davidson pumps, and the 
Tudor differential system of heating. He is one of the best 
engineers in the city. 



Mr. A. E. Phillips was born June 13th, 1833, m ^* ew 
Salem, where he obtained what little education he could at 
odd moments. He went to work at an early age, and was 
interested in one thing and another until he entered the 
machine shop to serve his time, after which he obtained a 
situation with Frank Coffin, where he remained about one 
year, when his services were secured by L. H. Dwelley, 
with whom he was connected for over thirteen years. 
After completing his service here, he entered the employ of 



60 THE CITY OF BOSTON. 



James & Co., with whom he was associated about the same 
length of time. He next entered the barrel factory at 
South Boston as chief engineer, remaining three years, but 
while there he became acquainted with Mr. G. H. Miller, 
and was secured by him for his plant where he remained 
until he accepted his present position, which he has occu- 
pied the past six years, making many valuable improve- 
ments. The system consists of four twenty- four horse 
power Whittier elevator engines, two upright horse power 
boilers, one sixty horse power horizontal boiler, and a Han- 
cock inspirator. 

In politics, Mr. Philips is independent j and a member 
of Gate of the Temple Lodge of Free and Accepted 
Masons, St. Mathews Royal Arch Chapter, where he has 
taken the thirty-second degree. He is a most efficient 
chief, being one of the oldest engineers in the city, and is 
located at 68 Chauncy Street. 



J. T. Siders, Esq., was born at Hingham in 1841. The 
schools at this time offered only the usual district advan- 
tages, and it was here that Mr. Siders received his first 
instruction in the rudiments of the three Rs, " Readin, 
Ritin and Rithmetic." When sixteen years of age, he 
went to work for himself, entering the establishment of the 
Hingham Cordage Company, where he served his time, 
remaining two years. Then his health began to fail, and 
his physician ordered a sea voyage. Shipping for Califor- 
nia, he was scarcely afloat ere he began to feel improved, 
and for eight years followed the sea, during which time he 
visited nearly all parts of the world. Being now twenty-six 
years of age and in robust health, and thinking he could 
well stand the confinement of his old occupation, he 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 61 

returned to Hingham and assumed the position of engineer 
at a large box factory. He remained two years, resigning 
to connect himself with Vaughn's shoe factory at Abington. 
where he remained some length of time. After that he 
went to the Hingham Jute and Bagging Company, where 
he rendered most acceptable service for over five years ; 
then going to Brockton, he had, for three years, charge of 
one of the largest engines in the place. From Brockton, 
he went to Plymouth with Fred Jones & Co., and after 
conducting their system about two years, entered the service 
of the Old Colony Railroad, where he had been connected 
but a short time when he received injuries which compelled 
him to resign, and it was some time before he was again 
able to do anything. On recovering his health, he was 
secured by John Stetson, of the Boston Job Print, as night 
engineer, but he had hardly begun his labors when the man- 
agement of Hotel Nantasket offered him full charge of 
their steam plant, and for two seasons and one winter he 
ably performed these duties, resigning to enter the service 
of the Brush Electric Light Company, with whom he was 
connected over two years. 

He was then secured by Mr. F. L. Ames and placed in 
full charge of his system, where he has been for the past 
four years. Mr. Siders is a member of the Old Colony 
Lodge of Free and Accepted Masons, and he has taken 
the thirty-second degree, he is also an Odd Fellow con- 
nected with Bethesda Lodge. 

His plant consists of two fifty horse power boilers, four 
twenty horse power elevator engines and a Hancock inspira- 
tor. He is located at No. 77 Chauncy Street, and is one of 
the ablest men in the service. 



62 THE CITY OF BOSTON. 



Mr. W. B. Desmond was born in Boston in 1858, where 
he attended the public schools until fifteen years of age, at 
which time he began life for himself. He first entered the 
works of the Walworth Manufacturing Company, where he 
served seven years, resigning his position with them to 
accept a more lucrative one with A. B. Franklin & Co., 
with whom he was connected two years. From there he 
came to the well-known lumber house of W. H. Leatherbee 
& Son, where he has rendered most efficient service for the 
past three years, doing his own fitting, and making his own 
repairs. In politics he is, as he expresses it, a " Mug- 
wump," and is connected with the Knights of Labor. Mr. 
Desmond's plant consists of one sixty horse power boiler, 
one twelve and one sixteen horse power engine, and a 
Hancock inspirator. He is one of the young engineers of 
the city, and has a promising outlook in life. 



Mr. D. D. Poole was born in Boothby, Me., in 1843. 
He was placed in the public schools until he was twelve 
years of age, when he left home dependent on his own 
resources. Being naturally of an ambitious disposition, he 
started out in life with the determination to succeed, and 
until nineteen years old turned up a dollar wherever he 
could. At this time he had an opportunity to learn steam- 
work and continued in the same until 1861, when he 
entered the navy in the service of his country being on the 
Tohoma, Colorado and Cherokee as fireman under Butler 
& Porter. At the conclusion of the war he went into the 
Merchant Marine in a coasting way, where he remained as 
engineer until 1866. On his return to Boston he became 
connected for three years, with Demo & Roberts, afterwards 
the American Steam Safe Company, after which he was in 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 63 

South Boston about the same length of time. When his 
labors here were completed, he assumed charge of some 
large marble works where he remained until severely burned, 
when he went to Wright & Potter's, the State Printers, 
being there at the time of the Boston fire. For a few years 
after this he was interested in various steam plants, until he 
assumed charge at 28 School Street, where he remained 
seven years, when he became connected with the plant of 
the Boston Daily Advertiser, and later of R. H. White 
& Co. He came to Sargent Block, No. 33 Lincoln Street, 
about six years ago, since which time this plant has assumed 
a position of great excellency. Mr. Poole is a member of 
Palestine Lodge of Free and Accepted Masons of Everett, 
St. Andrews' Chapter of Boston, an Odd Fellow, and is 
prominently connected with Post 15 of the Grand Army of 
the Republic. His plant consists of one forty horse power 
Harris Corliss Engine, two fifty horse power Whittier 
boilers, and a Blake and a Knowles pump. He supplies 
power for fourteen elevators, and for as many buildings 
on South and Lincoln Streets. Mr. Poole is a most 
efficient engineer. 



Mr. J. H. Wilson was born in St. George, Lincoln 
County, Me., where he attended the district school until he 
began work for himself. He is descended from one of the 
oldest families of Maine, and, like many an other boy of the 
Pine Tree State, tried his fortunes on the sea. Being ambi- 
tious to see the world, he went from one place to another, 
visiting in his travels nearly all the important places on the 
globe. He followed the sea for eight years, rising from a 



64 THE CITY OF BOSTON. 

green hand to first mate of a first-class bark, and his experi- 
ence, both in deep water and coasting, has been varied 
indeed. In 1857, he went to Michigan, where he remained 
during the winter, learning the trade of mason in the spring, 
but when winter came again being obliged to remain idle or 
seek some other means of a livelihood, he entered a 
machine shop in Worcester where for about three years he 
served his time. In 1863 he came to Boston to take 
charge of the engine of Holmes & Blanchard, but at this 
time the country was in turmoil and strife, and Mr. Wilson's 
heart was fired with patriotism, so he decided to make an 
effort to enter the service, and though he had previously 
been rejected, he succeeded in getting into the navy after 
which he found he was out of order and accordingly 
awaited word from Washington, the arrival of which found 
he had already sailed on the United States steamship Saco, 
of Admiral Porter's fleet. As soon as possible he reported 
on the Powhatan for examination and was assigned as third 
assistant engineer on the Crusada, which was attached to 
the flotilla of the Potomac. In March, 1865, this boat 
going out of commission he was detailed to the Nansamond 
of the same fleet, under Captain Baker, serving until she 
finished her work in the following August. He was then 
ordered to report at the Charlestown Navy Yard on waiting 
orders, where he remained until the general order mustering 
out all volunteers was given. At the close of the war he 
went into a machine shop, after which he secured the posi- 
tion as engineer in chief of the old steel rolling mill which 
at that time stood on the site now occupied by the 
F. L. Holmes furniture factory, remaining with them until 
they went out of business. He then returned to his old 
position in the machine shop, leaving the second time to go 
to the American Tool Company, being connected with them 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 65 

until he went to the piano factory of Hallett & Davis, 
where he remained eight years. At the end of this period 
he was secured by J. E. Paul & Co., as master mechanic of 
their extensive plant. He next went with the well-known 
house of Brayman, Dow & Co., and was later connected 
with Morton, Chesley & Co., where he went to take charge 
of their new mill, after which he returned to the Hallett & 
Davis piano factory, remaining two years. He was then 
secured by the William Carleton estate, located at 30 Beach 
Street, to take full charge of their plant, where he has been 
the past five years, continually improving the service and 
most efficiently conducting the work. He is a member of 
Tremont Lodge and Massasoit Encampment of Odd Fellows, 
and is prominently connected with the Independent Order 
of Steam Engineers, being one of the pioneers of that lodge. 
The plant here consists of one large Corliss engine, 14 by 
30 stroke, making three hundred piston feet per minute, 
and a seventy- five horse power boiler. Mr. Wilson has 
made many valuable improvements in his system, among 
which may be mentioned the reduction of fifty per cent in 
his coal consumption, with even better results than before. 
He is one of the most prominent engineers of the city. 



Sylvanus M. Ruggles was born in 1822, in Providence, 
R. I., where he attended the public schools and worked on 
the farm until a young man. 

Desiring to see more of the world and looking forward to 
a larger sphere in life, he learned the trade of a painter, 
serving some two years. This, however, did not seem to be 
to his liking, and he made arrangements which enabled him 
to become connected with the New York line of steamboats, 
and in a short time he was firing in the boiler room. When 



66 THE CITY OF BOSTON. 

he completed his engagement there, he was offered a large 
engine in a well-known lumber dressing mill, where for three 
years he had full charge. People were then turning their 
thoughts toward the South, and, desiring to see this section 
of the country, he went to Florida, while there taking an 
engine on one of the boats on the St. John's River, where he 
remained two years, after which he returned North, going in 
the winter of 1858 to the Barrows Woolen Mill in Ded- 
ham, where for the long period of fourteen years he occupied 
the position of engineer in chief, resigning finally in favor 
of Chase & Co., manufacturers of confectionery, at the 
corner of Kneeland and Washington Streets, where for the 
past ten years he has most successfully been connected. 
The plant here consists of one eighty horse power Putnam 
Engine, two sixty horse power boilers and one Knowles and 
one Davidson pump. Mr. Ruggles is a Republican in poli- 
tics, and one of the leading members of the East Dedham 
Baptist Church, of which he is a director, and is one of the 
prominent men of Dedham, where he resides, holding a high 
position in the estimation of his fellow townsmen. He is 
one of the oldest engineers in Boston. 



Mr. D. J. Cattam was born in Nova Scotia in 1833, 
where his boyhood days were spent. The schools at that 
time afforded but limited advantages ; however, he received 
the same instruction as others until he began to work for 
himself. Being of a venturesome disposition, he concluded 
when a young man to try his fortune in the States, and 
accordingly came to Boston and began to look for employ- 
ment. His first connection was with the East Boston 
Linseed Oil Works, where he remained in a general way 
until 1859, when he was given charge of the engine, which 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



67 



he run for over ten years. He was afterward with A. K. 
Young & Co. for sixteen years, and in this long period was 
absent from his post of duty only five days and a half, and 
then on account of sickness. About this time the Columbia 
Rubber Company was organized, and Mr. Young being 
interested in the new departure as one of the company, he 
came here, where, since their organization, he has had full 
charge of the steam system, which consists of one seventy- 
five horse power boiler and a twenty-five horse power engine. 
Mr. Cattam is a member of the Royal Arcanum, and of the 
Ancient Order of United Workmen. 




Mr. J. H. Blanchard, the engineer in chief at the American 
House, was born in the city of Cambridge, but when only 
three years of age his people removed to Merrimac, N. H., 
and, though born in Massachusetts, his early recollections 



68 THE CITY OF BOSTON. 

are of the old Granite State. He attended the town school 
until he was ten years old, and then, while a mere boy, began 
work for himself. He learned the trade of a wood turner, 
and some time later worked at the cabinet business, in 
fact turning up a dollar wherever he could find one ; but 
tiring of this, he concluded to try railroading and obtained 
a situation on the Lowell Railroad as brakeman, and being 
naturally of a quick and affable disposition, was soon in the 
line of promotion, and in a few years was given charge of 
an engine. From the Boston and Lowell, he went on the 
Manchester and Lawrence, where he remained some three 
years, resigning to enter upon new duties at the American 
House. He had occupied the position but a short time, 
when the management of Young's Hotel secured his services. 

In a few weeks his absence became so great a loss 
that arrangements were made whereby he returned to the 
American House, where for the past seventeen years he has 
continued in full charge. 

The service here consists of two forty, one ten and one 
twenty-five horse power engine ; one twenty-eight horse 
power boiler, and one Knowles fire pump, throwing one 
thousand gallons of water per minute. Connected with the 
house is a fire brigade which has attended eight fires, and 
succeeded in extinguishing four of the number unaided by 
the city department. He is the original inventor of what is 
now called the "Peerless Grate," which has proved such a 
valuable invention. He is an Odd Fellow and a member 
of the American Society of Steam Engineers. 

Mr. Blanchard has accomplished a great work, and has 
been in the service of steam for many years. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 69 

J. T. F. Saunders, Esq., was born in Manchester, Eng- 
land. Coming to this country when quite young, he entered 
the public schools of Boston, where he remained until he 
was thirteen years old, when he went to work for himself, 
serving his time in the machine shop of J. B. Jaquith & Co., 
where he remained six years. He was naturally a mechanical 
genius, and in his work was very thorough and painstaking, 
giving particular attention to that which was most delicate 
and intricate in its construction. On the completion of his 
engagement there he was secured by Smith & Lovett for 
the steam system at their large iron works on Albany Street, 
where he has been the past fourteen years. The plant here 
consists of a twenty-four horse power Corliss Engine, a 
forty-five horse power boiler and a large heating apparatus. 
During the time he has been connected here he has made 
continual improvements in the system, and in point of effi- 
cient management and general results obtained, it is second 
to none in the city. He does his own repairing and fitting, 
and his work is exceedingly thorough. He is a member of 
the Society of Forresters, and is well known among the 
prominent engineers of Boston. 



H. G. Healey was born in the Provinces in 1850, where 
he attended school until fourteen years of age, when he was 
thrown on his own resources and obliged to strike out in life 
for himself. He came to the States when quite young, and 
served his time at 'steam-fitting in Lynn, remaining about 
two years, after which he secured the position of fireman in 
one of the large factories of that place. At the end of 
three years he went to Fitchburg and entered the works of 
the Putnam Machine Company, where he served four years, 
after which he secured an engine, running it nearly two 



70 THE CITY OF BOSTON. 

years. On completing his labors there he entered the ser- 
vice of the merchant marine, as oiler on the steamship 
Glaucus of the Metropolitan line, plying between New York 
and Boston, where he was soon promoted to first assistant 
engineer, which position he occupied about two years. 
Later he was connected with various steam enterprises, set- 
ting up engines and boilers for some time, after which he 
came to Boston to assume full charge of the plant 
at the Massachusetts State Prison, where he remained 
four years, resigning in favor of Robert Bishop's Cotton 
Mills in South Boston, where he was engineer in chief for 
some time, at the close of which he came to A. Ceppi & 
Co.'s large moulding works on Albany Street, where he has 
been the past four years, during which he has travelled some- 
what in the West in the interests of his plant. He is 
connected with the Society of the Pilgrim Fathers, and is a 
member of the Lynn Mutual Benefit Association. The plant 
of which Mr. Healey has charge, consists of one Kendall & 
Roberts forty horse power engine, and one fifty horse power 
horizontal boiler. He is a most efficient engineer and promi- 
nently known in the city. 



A. W. Brown was born in Woburn, in 1856. When 
about three years old his people moved to Lynn, and it was 
there that he attended school. When sixteen years of age he 
began work for himself, and for a few years was interested 
in various enterprises, finally going to Salem, where he 
served his time. On finishing his work there he returned to 
Lynn and secured an engine, which he continued to run 
some time for Jerome Ingalls. 

Later he was connected with the well-known Pevere & 
Co., and some time after that with Charles Knapp & Co., 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 71 

where he remained until he became interested in steam 
fitting, in which line he continued four years, or until assum- 
ing his present position as engineer in chief at the novelty 
wood works of J. J. McNutt & Co., on Harrison Avenue, 
where next October he will have been seven years. The 
plant consists of two Whittier engines, one sixty and one 
one hundred and twenty-five horse power boiler, and one 
Worthington and one Knowles pump. Mr. Brown is a 
most able engineer, and in his management is very efficient, 
continually improving his plant, as is evidenced by its high 
standard of excellence. 



Mr. B. Franklin Sanborn was born in Charlestown, 
Dec. 13, 1836, where he attended the public schools gradu- 
ating with honor at the Charlestown High School. On 
completing his education, he entered the drug store of a 
well-known apothecary where he served three years. This, 
however, was not at all to his mind, for being of an active 
temperament, the confinement with little occupation proved 
irksome, and he soon bid farewell to the pestle and mortar, 
entering the machine shop of Allen & Endicott. He was 
connected there some years, after which he went to the 
Walworth Manufacturing Company, and later to the Atlantic 
Works. In 1861 he entered the service of the Union in the 
Fifth Massachusetts Regiment, Co. D, serving three months 
or until December, when he entered the navy. He was 
soon appointed engineer, and assigned to one of the boats 
under Admiral Farragut, where he served in the squadron on 
the Mississippi at New Orleans and adjacent localities until 
1865. At the close of the war he entered the merchant 
marine, going to Japan and South America, returning two 
years later to enter the Atlantic Works, from which he came 



72 THE CITY OF BOSTON. 

to the Boston & Albany grain elevator to place in position 
their steam plant, and for over eighteen years he has most 
ably conducted the system. In politics he is a Republican, 
having twice been a candidate for the city council from his 
ward in Brighton, which is a most pronounced Democratic 
district, being the last time defeated by only fifteen votes. 
He is a Mason, a Knight of Honor, a member of the Vet- 
eran Firemen of Charlestown, and the past two years has 
been Commander of Post 92 of the Grand Army of the 
Republic. 

The plant of which he has charge consists of three forty 
horse power boilers, and a pair of seventy-five horse power 
engines. This immense elevator has a storage capacity for 
five hundred thousand bushels of grain, and is capable of 
elevating fifty thousand bushels per day. 



Mr. Philip Yakle was born in Baden, Germany, in 1838. 
When twelve years of age he began work on the farm, and 
for four years continued to discharge his daily duties with 
conscientious labor. Being in the springtime of life and 
having an ambition for a more extended field, he turned his 
face toward America. 

On his arrival, a stranger in a strange land, without work 
or friends, his determination to succeed was strengthened by 
the opportunities which he conceived he could make con- 
ducive to his advantage. . Naturally of a mechanical incli- 
nation, he sought the works of the Whittier Machine Com- 
pany, where for the long period of thirty-one years he has 
remained, displaying oneness of purpose, fixedness of effort 
and strength of will, rising from apprentice to engineer. 
The plant of which he has charge consists of one twenty-five 
horse power engine, one forty horse power boiler and a large 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 73 

steam fire pump. Mr. Yakle's record of thirty-one years 
at one place is probably the longest of any engineer in the 
city. 



Mr. Charles J. Bouge was born Sept. 15th, 1S57, in 
Manchester, N. H. When quite young his people removed 
to Lowell, and it was there that the rudiments of his educa- 
tion were acquired, graduating at the Green Grammar 
School. On coming to Boston he was inclined to enter one 
of our large machine shops, but concluded to go to New 
York. He finally made arrangements to serve his time in 
Providence, and his unceasing efforts to perfect himself in 
his chosen work have resulted in merited success. Natu- 
rally of an ambitious disposition, he was ever looking for- 
ward to greater things, and was soon connected with the 
establishment of Brown & Sharp, where he remained two 
years, after which he went to the Providence Tool Com- 
pany where for over four years his conscientious labors were 
highly • appreciated. 

The next few years of his life were occupied in various 
steam interests in New York and New Jersey, after which 
he entered the sen-ice of the Electric Light Company^ 
acquiring his experience with Bleveney, of Newark, with 
whom he was connected nearly a year. 

On completing his time there he went to Brooklyn, N. 
Y., with the Broadway Manufacturing Company, after which 
for sixteen months, he was interested in the Excelsior Elec- 
tric Light Company under William Hockhousen. He next 
came to Boston with the American Electric Illuminating 
Company, and gradually worked into his present position of 
engineer in chief at the merchant's station on Congress Street, 
where in the past two years he has amply demonstrated his 



74 THE CITY OF BOSTON. 

ability. He is an Odd Fellow, being a member of Marion 
Lodge, No. 26, of Newark, N. J. The plant at this station 
consists of eleven fifty horse power engines, with boilers 
having a capacity of seven hundred and fifty horse power 
and a Sturtevant six foot blower for ventilation. The elec- 
tric apparatus consists of twenty Thomson-Houston 
machines, having a capacity of five hundred and fifty arch 
lights, and an American machine with a fifty light capacity. 
They also furnish power for the Daft generators of fifty 
horse power for motive purposes. 



Robert Morrison, Esq., was born Jan. 24th, 1843, on 
Atkinson Street, now Congress Street, Boston. He attended 
the public schools of the city, where he proved an apt and 
diligent pupil until he went to work for himself. He served 
his time in Colt's Armory, of Hartford, Conn., where he was 
at the breaking out of the Rebellion. Like a true son he 
entered the service of his country, and enlisted in the First 
Connecticut Artillery, doing noble work until the close of 
the war. He first went to Worcester where he commenced 
his service at steam fitting there, with the well-known T. S. 
Clorgston & Co., where he was connected some years, after 
which he was with the old firm of W. H. Low & Co., at 
the Province Court Iron Works, where for sixteen years he 
had among other work the charge of the general work at the 
Parker House. About two years ago, when the manage- 
ment were about to enlarge and improve this magnificent 
building, arrangements were made whereby he was enabled 
to devote his whole time to their interests. In politics he 
is a Democrat, being prominently connected with Ward 14, 
of South Boston, having served on the Ward and City Com- 
mittee, and is a member of Post No. 40 of the Grand Army 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 75 

of the Republic, having belonged to this order since its 
organization. The plant at the Parker House consists of 
three twenty-five horse power engines, four fifty-four inch 
boilers, a Blake and a Davidson pump and a complete fire 
extinguishing apparatus. Mr. Morrison is most efficient in 
his chosen profession. 



Mr. C. C. Lane was born in 1830, in Oswego, N. Y., 
where he lived until he was fifteen years old. Going to 
work at the early age of ten, his education was necessarily 
acquired evenings and at odd moments, but he was very 
successful in his work, having at fourteen served his time 
and at sixteen received a man's full pay. 

This naturally gave him great courage in the start of life, 
and at eighteen, full of ambition and hope for the future, he 
went to Brooklyn, entering the works of William Burden & 
Co., extensive machine builders, where he was connected 
some time. When he had completed his work there, he 
returned to Oswego, first to his old position in the shop, 
later being interested in blacksmithing at the same place, 
after which he went to Niagara Falls, where he was promi- 
nently connected with the construction of the suspension 
bridge. When this undertaking was completed, he was 
secured by the railroad for their works at Akron, Ohio, 
where he had full charge of the general construction depart- 
ment, after which he went to Montana, and later to Zanes- 
ville, where he remained some time. 

From there he went to Little Washington. The outlook, 
however, was not propitious, and he soon returned to the 
Falls, in company with two friends, and leaving them at 
this place he continued on to Rochester, entering the loco- 
motive works, and in a short time was running from 



76 THE CITY OF BOSTON. 

Rochester to Buffalo on the railroad. Later he was located 
in Lockport, Syracuse, Port Bond, and West Troy, in fact, 
moving from place to place, for six months looking about 
for something to his liking, when he came to Boston, at 
once entering the fancy iron works of Chase Bros. After 
that he was interested in general iron work for a few years, 
until he became connected with the Eastern Railroad, being 
the first one to do general work on the Saugus Branch, 
where he had full charge of the men. When this work was 
finished, Chief Engineer Reed persuaded him to go 
with him to Waterbury, Conn., where he remained 
but a short time. When he came back to Boston, he 
assumed full charge of the Edge Tool Works of Capt. 
Joseph Jacobs in Hingham, where he remained over seven 
years, at the end of which time he carried his engine in a 
schooner to Bathurst Point, where he placed it in position, 
running up the stars and stripes for the first time to the 
astonished gaze of the natives. When this plant was well 
under way he returned to his old position at Chase Bros. 
At this time the war broke out and he 'entered the service 
in Co. D, the 44th Regiment of Massachusetts Volunteers, 
late being in the Third New York Cavalry, serving under 
Commander. Perry. On returning to his home in VValtham, 
he superintended the construction of the world-renowned 
Eureka Clothes Wringer, after which he removed to 
Dorchester and was interested in the Steam Saw Mills of 
Hiram Curtis. At this time the selectmen of the town 
induced him to assume charge of the new steam fire engine 
No. 2, which had just been secured; this position he occu- 
pied until the annexation of the town to Boston, when 
it was renumbered to seventeen. Soon after this he made 
a trip to California, locating in San Francisco, where he 
was connected over three years in the steam fitting of the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. ( I 

Palace Hotel and other large buildings in the State. 

On his return East the building owned by H. & F. Lee 
was in process of erection, and he was induced to assume 
charge of the steam plant, where for the past thirteen years 
he has most efficiently conducted the service. The system 
consists of three Whittier one hundred and fifty horse power 
boilers and one forty horse power Brown Engine. He also 
has charge of the plants in several adjacent buildings that 
form a part of the Lee estate, among which may be men- 
tioned 115 and 117 Summer Street and 26 and 28 Lincoln 
Street. Mr. Lane is a member of Post No. 68 of the Grand 
Army of the Republic, is prominently connected with the 
Veteran Firemen, and stands in the foremost rank among the 
engineers of the city. His son, who has been with him for 
over eight years, is his first assistant. 



Mr. M. J. Gleason was born in 1848, in Boston, where 
he attended the public schools until he was twelve years old, 
when he entered the Boston Locomotive Works, remaining 
for the long period of fourteen years. Being a thorough 
mechanic of more than ordinary skill, his services were soon 
in demand for special work by Henry Southers, the well- 
known brewer, where he continued in full charge twelve 
years, making many valuable improvements, finally resigning 
to fit up the estate of Eben B. Philips on Atlantic Avenue. 
He was there some three years placing the plant in complete 
order and perfecting all the appointments of the system, 
when at that time the building of the Lithographic Works 
of J. H. Bufford's Sons at Harrison Square was nearing com- 
pletion, and his sen-ices were secured for the same work 
there. 



78 THE CITY OF BOSTON. 

After three years, becoming interested in various steam 
undertakings, he resigned his position and devoted his whole 
time to this outside work until three years ago when he 
became connected with the Brush Electric Light Company, 
where he remained until about one year ago when he came 
to his present position at the Commonwealth Hotel. Mr. 
Gleason is a practical mechanic and in his knowledge of 
steam and other kindred subjects is most thorough. 



Mr. C. W. Smith was born in East Greenwich, R. I., 
in 1848, where he received his early education. When the 
time to look for an occupation came, being of a bright and 
active disposition, he decided to interest himself in steam. 
He accordingly became connected with a repair shop in 
Providence, serving two years, after which he went to Southern 
Rhode Island in connection with a large steam plant in that 
section. On the completion of his work there he came to 
Boston, being offered the position of first assistant engineer 
at the well-known Flagg mill, where he remained two years, 
resigning to assume full charge of an engine in Weymouth. 
He was connected there over five years, at the end of which 
period he came to the J. M. Beebe estate where he has been 
the past six years. He has made many improvements in his 
plant, having a clear conception and thorough knowledge of 
steam, and to him is largely due the standard of excellence 
this system has attained. It is efficiently managed and the 
results are most satisfactory. 

In politics he is a Prohibitionist, always being at the 
front in the cause of temperance. He is a member of the 
Delta Lodge of Free and Accepted Masons of Weymouth, 
and is prominently connected with Lodge No. 53 of the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 79 

American Legion of Honor, and the Independent Order of 
Steam Engineers, No. i, of Boston. 

This plant consists of one forty- horse power engine, one 
sixty horse power boiler, one Sturtevant Blower and a 
steam heating apparatus. Mr. Smith is located at the 
Windsor Block on Dover Street, and his name will always be 
among the leading engineers of Boston. 



Mr. C. F. Mack was born in 1828, in Portland, Me., 
where the district school afforded him his education. He 
went to work at a very early age, following the sea in a 
coasting way for a number of years. The Old Portland 
Packet was then in its palmy days, and it was on this vessel 
that he made his first voyage, being only eleven years old. 
After several years of this life he learned the trade of a 
rigger, working at it about a year, but this proving unsatis- 
factory, he turned his attention to cabinet work in which he 
remained until 1847, when he went as fireman on the 
Atlantic and St. Lawrence, now the Grand Trunk Railroad ; 
after four years he was appointed to a position on the 
Portland police force, where he did good work for over a 
year, after which he returned to the railroad, going on the 
Kennebeck & Portland, now the Maine Central, where he 
remained -five years. At the end of this period he again 
went to the Grand Trunk Line to assume charge of the 
round house, but after a few years went to the Great North- 
western Railroad and later to the Pennsylvania Central, 
returning again to the Northwestern. He next was connected 
with the Rock Island route, and then with the Burlington, 
having full charge for some years of the round house at 
Burlington. On completing his engagement there he came 
to Boston to occupy his present position as engineer with 



80 THE CITY OF BOSTON. 

the Emerson Piano Co., where he has been the past three 
years. He is a Democrat, and takes a lively interest in poli- 
tics in general. The plant of which he has charge consists 
of one ninety horse power engine, and two sixty horse' 
power boilers. Mr. Mack has made many improvements 
in his service and has had a large and varied experience 
with almost every kind of an engine manufactured in the 
United States 



Mr. M. J. Portell was born in 1849, m Platsburg, N. 
Y., but moving to Vermont when a boy, his education was 
largely acquired in that State in the public schools of Mont- 
pelier. He was early thrown on his own resources, and 
having a mechanical disposition, entered the employ of the 
Vermont Central Railroad in the steam fitting department 
where he remained three years, after which he entered the 
service of the Boston & Maine in the same capacity, having 
charge of the outside work for over eleven years. On 
finishing his term there, he came to Boston to assume entire 
charge of the plant at the Reed's Block, where he has 
been nearly four years, continually improving his system and 
elevating it to a higher standard of excellence. He has 
recently completed a very valuable contrivance for drying 
Japan work. It consists of a steam oven constructed on 
scientific principles, containing coils of steam pipe and 
various appliances connected in a new and most approved 
method, which for its simplicity of construction and efficiency 
in work is most interesting. It is the only one in the city 
and his own idea, being entirely different from anything here- 
tofore invented for the purpose. The plant here consists of 
one two hundred and fifty horse power Brown Engine, and 
four eighty horse power boilers, a Knowles pump and a Han- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 81 

cock inspirator. Mr. Portell is located at Albany Street, and 
his name will ever be prominent among the engineers of 
Boston. 




James H. Rush. Esq., was born in 1847, m East Boston, 
educated at Hawes School, South Boston. At an early age 
he entered the machine shop of Aquilla Adams, and at these 
well-known marine engine works served his apprenticeship. 
During the war when the Confederate Gen. Early made his 
celebrated raid around Washington, Air. Rush, then a mere 
lad, shouldered his musket in company with the rest of the 
apprentice boys, and went forth in obedience to a call from 
President Lincoln for troops to defend the National Capital. 
He served in Co. F, 6th Mass., under command of Capt. 



82 THE CITY OF BOSTON. 

Henry W. Wilson. Shortly after he went to Hayti, on a 
gunboat called the Maratanza, in the U. S. service. On her 
arrival there Mr. Rush and another engineer signed articles 
under the Haytien flag, and the gunboat was afterwards known 
as the " Salnave." He was employed under the personal 
direction of President Salnave, making shell, his labors 
being finally brought to a close by the downfall of the 
government. During that time he was in many severe 
engagements, principally Aux Cayes, Jacmel, Jeremie and 
Gonaives, where his shell were used, being the first and only 
ones that were manufactured on the island. 

At the downfall of the Salnave government, he returned 
to Boston, soon, however, going to Cuba, where he was 
engineer in chief on the Zaza Plantation, owned by Excmo 
Sor D. Julian de Zulueta, where he remained until the 
Hemenway Building, No. 10 Tremont Street, was about to 
be constructed. He came home in season to attend the 
erection of this steam plant, and since that time has achieved 
marked success in conducting the steam system- of which he 
has control. It consists of two forty-five horse power 
Ingalls & Kendricken sectional boilers, one freight and two 
passenger Whittier Elevators. He is one of the most promi- 
nent engineers of the city. 



Mr. John Blake was born in 1839, in Fairfield, Me., 
where he attended the district school, and later the academy, 
graduating with honor at an early age. The sea seemed to 
have for him a peculiar fascination, and he soon shipped on 
a sailing vessel, where he at once became the favorite of the 
whole crew. For over twelve years he followed this vocation, 
during which time he visited all of the principal ports of the 
world, rising from cabin boy to first mate. At the. end of 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 83 

this period he gave up the sailing craft and became con- 
nected with a steamboat as fireman ; but naturally of a 
mechanical turn of mind, he soon became interested in 
the workings of the engine and in a short time had become 
familiar with its general construction, and therefore was fre- 
quently called upon to assist the engineer in his work, and 
ere long was given full charge of one on another boat. He 
was in the merchant marine service some ten years, during 
which time he was clerk of one of the New York lines and 
agent for the Kennebeck & Portland Steamship Company. 
On completing his engagement there, he came to Boston to 
assume charge of the steam plant of Heyer Brothers, remain- 
ing two years, or until the Boston fire. After that he went 
to the New England Conservatory of Music at Music Hall 
for about the same length of time. He next was with the 
Western Union Telegraph Company nearly three years, 
resigning to go to the Boston Post Office as fireman, 
where he remained six years. About four years ago he was 
secured by the Williams estate, located at 19 Chauncy 
Street, to take full charge of their steam interests, where 
he is continually improving his plant, which consists of two 
thirty horse power engines and boilers of about the same 
capacity. He has had a wide experience in the service 
of steam, and is very efficient in its management. 



Mr. Michael Keif was born in County Clare Ireland in 
1845. He served his time in the world-renowned London 
Steel Works, where he remained ten years. He manifested 
more than ordinary interest in his work, and his services 
were considered of great value, as the result of his labor was 
always satisfactory in the accuracy of its intricate conception. 
A\ "hen about twenty- five years of age, he determined to try 



84 THE CITY OF BOSTON. 

his fortunes in this country, and on his arrival entered at 
once the works of Oscar Foot & Co., of Roxbury, where he 
remained nine years, resigning to accept the position of 
engineer at the Boston Cordage Company, where he was 
connected until about ten years ago, when he came to the 
works of the Standard Cordage Company, in the same 
capacity. Mr. Keif is a member of the Mutual Relief 
Association, and his plant consists of two sixty horse power 
Kendall and Robeiis boilers, and one pair of seventy-five 
horse power engines. He is a most conscientious and 
efficient engineer. 



Mr. Joseph Kellup was born in 1832, in Windsor, N. S. 

Being maturally of a progressive mind, he went to work at 

an early age, going to sea when only nineteen. He has 

visited nearly every important port in the world, and from an 

experience of fifteen years on all kinds of sailing craft, can 

relate many interesting narratives of the various parts of the 

world, and its many peoples. On giving up the sea, having 

a mechanical inclination, he naturally interested himself in 

steam, and that he might have a larger field, came to 

Boston, entering the well-known works of Hinckley & Co., 

where he remained three years. On completing his work 

there he was secured by Chickering & Sons for their large 

plant on Tremont Street, where he has been connected over 

twenty-three years, rising from fireman to engineer. His 

judicious management of this plant, which consists of six 

fifty horse power boilers, and a two hundred and twenty-five 

horse power engine, places him in the foremost rank of the 

engineers of the city, and to his unfaltering perseverance and 

unceasing energy is largely due the high degree of excellence 

which this system has attained. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 85 

Mr. M. H. Dailey was born in 1834, in Newton, where 
he attended the public school until he began work for him- 
self. Having a natural inclination toward mechanical things 
and being of an ambitious disposition, he entered the estab- 
lishment of Otis Petlee & Co., where he served his time. 
Desiring to associate himself with some large enterprise, he 
made arrangements that enabled him to connect himself with 
the well-known N..C. Monson, and was there ten years at 
one time and another ; he was interested with him in his 
many undertakings, proving of great assistance, and demon- 
stating his ability for the work which he was called upon to 
perform. At one time he was connected with Durgin & 
Co., of Somerville, and later occupied the position of 
engineer for two years on the Eastern Railroad, after which 
he went to the establishment of Parker & Sylvester where 
he remained some time, resigning to accept the position of 
assistant engineer at the Merchants Electric Lighting Station 
on Congress Street, where for nearly two years he has ably 
been connected. 

Having been in the service of steam over thirty years, he 
is one of the practical and progressive engineers of the city. 



Mr. G. W. Beard was born in Charlestown, in 1828, and 
was an attendant at the public school until sixteen years of 
age, when he first engaged in steam work. After serving 
his time he went into the navy, where he remained about 
two years, after which going into the service of the merchant 
marine, he continued fourteen years, visiting many important 
places along the coast, among which may be mentioned 
New Orleans and Havana. Later he was connected with the 
line between Provincetown and Boston for a period of four 
years, and for three years between the Isles of Shoals and 



86 THE CITY OF BOSTON. 



Portsmouth. He then accepted the position of engineer at 
the lumber-dressing mill of Watson & Bisbee in this city, 
where he remained for the long period of ten years, when 
he was secured by the Western Union Telegraph Company 
at 109 State Street, and for eight years efficiently conducted 
their system, when he retired from active service. 

His home has been at the Merrimac House for the past 
twenty years, and his successful career has afforded him 
much real enjoyment, as he has been instrumental in making 
many improvements in various steam plants, enhancing their 
value and increasing their capacity. During the Rebellion 
he was on picket duty at Fort Sumpter, Charleston Harbor. 
He has been in the steam service forty-one years, and 
holds a certificate as engineer of the highest grade for ocean 
steamships. Mr. Beard's accomplishments in the steam 
service place his name in a conspicuous position among the 
leading engineers of the city. 



Mr. C. H. Senter was born in 1833 in Plymouth, where 
he attended the district school until he was eight years of 
age, when he came to Boston. 

Though a mere child, he had been in the city but about 
two weeks when he entered the woodenware store of Ken- 
dall P. Saunders as errand-boy, where he worked during the 
summer earning the money to defray his expenses while at- 
tending school in the winter. Having an indomitable will 
and unlimited perseverance, he succeeded in acquiring an 
education, on the completion of which he entered the glass 
works of Edward P. Kelley. 

That, however, did not seem to be to his liking, and in a 
short time he left the establishment to enter the printing- 
house of Coolidge & Wylie, where he served three years. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 87 

Meanwhile he had become acquainted with an engineer, and 
after frequent visits to his plant decided to get what points 
he could from him. The result was that he secured the 
position as fireman with him at the planing-mill of George 
Curtis on Tyler Street, and later followed him to J. F. Keat- 
ing's, where, on the departure of his friend, though only 
fifteen years of age, he assumed full charge of the engine. 
Some time after that the mill was destroyed by fire, and he 
at once tried to obtain a position elsewhere as engineer, but 
on account of his youth was unsuccessful. Knowing that 
time would overcome this difficulty, he complacently entered 
the morocco works in Charlestown to await the develop- 
ment of this undertaking, later going to the works in Lynn 
in the same capacity, but, to his joy, an engine was soon 
introduced and given him, and a short time fully demon- 
strated his ability to hold the position. After that he was 
connected with Souther & Blaney, and later with Keene 
Bros., where he remained eight years, resigning to take 
charge of the city steam-works, where he continued until 
the plant was sold. Four years ago he came to the Philips 
estate on Atlantic Avenue, where he has exhibited a most 
marked degree of efficiency in his management, continually 
introducing improvements and augmenting his service, 
which consists of one one hundred and twenty-five horse 
power Kendall & Roberts boiler and an eighty horse power 
Chubbuck engine. Mr. Senter was for three years in Nyms 
Battery, and is one of our most prominent engineers. 



David Thomas, Esq., was born in 1836, in Liverpool, 
England. Thrown on his own resources at an early age, he 
was obliged to gain a livelihood by untiring zeal and 
unceasing effort. The opportunities for advancement in 



88 THE CITY OF BOSTON. 

his native place being limited, his ever-active mind was not 
slow in forming and putting into operation a resolve to try 
his fortune across the sea. He accordingly obeyed the 
promptings of his ambition, and came to the States, going 
first to Alabama, where he was on the Tombigbee River 
among the steamboats until the breaking out of the war. 
At that time he came North and aided the Union in the 
suppression of the Rebellion by his service on the steam- 
boats that were transporting troops to the South. At the 
close of the strife, having become attached to the sea, he 
entered the merchant marine as engineer, making a two 
years' trip to China. On his return he was offered a posi- 
tion in one of the large mills of Newton, where for eight 
years he efficiently conducted the steam plant, resigning at 
last in favor of his present position at the works of the 
Roxbury Carpet Company, where for nine years he has con- 
tinued to make valuable improvements, during which time 
the system has nearly doubled in its capacity.- He is a 
Mason, and is deeply interested in all of the important 
questions of the day. He has charge of eleven fifty horse 
power boilers, one two hundred and twenty-five horse power 
engine, eight pumps and three inspirators. Mr. Thomas' 
success amply demonstrates his ability, and his judicious 
management places him among the prominent engineers of 
the city. 



Mr. C. A. Bucksey was born in 1852, in the south of Eng- 
land, in the old town of Portsmouth, where he acquired his 
education. When but a boy his intellectual superiority was 
apparent, and, having a mechanical inclination, his walk in life 
was soon in the avenue of mechanical industry. For some 
time he was connected with many of the largest establish- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 8'9 

ments in the United Kingdom, from one of which he was 
sent to Halifax to superintend the construction of a large 
steam plant in the British Navy Yard, where he remained 
seven years. On the completion of the work, his natural 
ambition prompted him to visit the United States, and on 
his arrival in Boston was so much pleased with the place that 
he concluded to remain for a time, securing the position of 
engineer at the Meaney Marble Works on Albany Street, 
where he has so ably and unassumingly continued his labors 
to the present time. This plant consists of one seventy- 
five horse power engine and an eighty horse power boiler. 

Mr. Bucksey is a Republican and a member of Burns' 
Lodge, No. 10, of Free and Accepted Masons of Halifax, 
and is one of the best engineers in Boston. 



Mr. H. B. Roberts was born in Pembroke, Me., on 
August 6th, 1 85 1. When two years of age his parents 
removed to Dennisonville, where they resided eight years, 
after which they again moved to Calais, where he received 
his education. Being thrown on his own resources at the 
age of fourteen, he concluded to launch out on the untried 
sea of fortune, first serving his time with a well-known 
blacksmith, after which he entered a machine shop, where 
he remained about three years. Having an indomitable 
energy, and desiring to enter a larger field, where his inven- 
tive faculties might have full scope, he turned his steps 
toward Boston where he entered the Boston and Albany 
machine shop, and after remaining about one year went as 
fireman on the road, remaining seven years. At this time 
the position of engineer in chief at the large and magnifi- 
cent State Street Block was offered him, which he has filled 
the past eleven years with unfaltering perseverance, proving 



90 THE CITY OF BOSTON. 

that the qualities exhibited in youth were worthy the culti- 
vation and care bestowed upon the attainment of his 
success. The plant consists of two seventy- five horse 
power engines and two eighty-five horse power boilers which 
furnish power for some seventeen elevators. In point, of 
management and mechanical skill, Mr. Roberts has exhibited 
his discretion and ability by the many improvements he has 
inaugurated and the perfectness of arrangements connected 
with his plant. 



Mr. D. S. McGreggor was born in Lubeck, Me., in 
1850, although his boyhood days were mostly spent in the 
city of Portland where his people removed when he was 
but a child. His opportunities for an education were some- 
what encroached upon, as he entered a machine shop at the 
early age of thirteen, but this was but a trifling circumstance 
for one of his capacity, as the evenings and odd moments, 
which he afterward devoted to this end, were hours' of 
pleasure and enjoyment. When he had serve.d his time he 
entered the works of the Portland Shovel Company, where 
he remained two years, after which he was connected with 
the world-renowned Grover and Baker Sewing Machine 
Company, where his consistent bearing and general affability 
gained for him the esteem of all with whom he came in 
contact. At the close of four years, fortune directed his 
steps to this city, where on his arrival he was offered a posi- 
tion in the works of the East Boston Screw Company, 
where he rendered most valuable service for over three 
years. Being a thorough mechanic, and devoting his time 
and concentrating his efforts to the better understanding of 
his work, he amply demonstrated his ability for the position 
which he was soon called upon to fill as engineer in chief at 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 91 

the extensive organ works of E. & G. G. Hook & Hastings, 
where his fifteen years of untiring energy has been rewarded 
by the elevated position which his plant has attained. He 
has in many ways improved his system, among other things 
having recently perfected an invention for opening and 
closing the doors and dampers of the boilers, which for its 
simplicity and convenience could hardly be improved. He 
is a Republican Prohibitionist in politics, is a member of the 
Temple of Honor, and is prominently connected with the 
Trinity Baptist Church of East Boston, having a class of 
forty adults in the Sunday School. His plant consists of 
two thirty horse power Whittier boilers, and a twenty-five 
horse power upright engine. 



Mr. E. W. Skinner was born in 1852, in Lynn, where 
he attended the public schools until he was fourteen years 
of age, at which time, much to his disappointment, he was 
obliged to abandon his studies and address his attention to 
the more serious work of obtaining a livelihood. He had 
nothing, however, in his nature of timidity or hesitancy, but 
struck out boldly and with a determination to succeed in 
whatever he should undertake. After due consideration, he 
decided to follow his inclination and serve his time at the 
machinist's trade, entering the works of the Water Power 
Machine Company, of Biddeford, Me., where he was con- 
nected some time, after which he went to the well-known 
works of T. D. Tripp & Co., of Lynn, where for three 
years he devoted his best energies. When he had finished 
his work there he was offered a position in Lawrence, which 
he accepted, remaining four years, resigning in favor of a 
large manufacturing concern in Worcester. 



92 THE CITY OF BOSTON. 

He had been connected there but about one year when 
he received a very flattering offer from R. H. White & Co., 
of this city, and for ten years he has uninterruptedly con- 
ducted his improvements. The plant consists of five 
engines of about two hundred and fifty horse power, and 
five sixty horse power boilers. Mr. Skinner is an Odd 
Fellow, a member of Joseph Webb Lodge of Free and 
Accepted Masons, and is very prominent among the engi- 
neers of the city. 



Mr. Robert Nelson was born in 1 831, in Scotland, 
coming to this country when a mere child, located in 
Newburyport, where he attended the public school. Like 
a true son of Scotia he was interested in all about him, and 
devoted his whole time and attention to whatever he under- 
took. As a boy he was cheerful and active, and having a 
passionate liking for work of a mechanical nature, served 
his time in a machine shop in Medway Village, where he 
remained some time, happy in the bestowal of his time and 
energies on his beloved work. On the completion of his 
service there he went to Wrentham, remaining but a short 
time, that he might accept the position as engineer at the 
Union Straw Works' at Foxboro, where, for the long period 
of twenty years he continued his judicious and successful 
management of the plant. At the end of that period he 
was secured by B. D. Whitcomb & Co., where on the 
fifteenth day of May he had been fifteen years. The plant 
here consists of one eighty horse power engine and two 
sixty horse power boilers. Mr. Nelson is an Odd Fellow, 
and is one of the oldest and most successful engineers of 
Boston. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 93 

Mr. E. F. Better was born in Revere, in 1857, where 
he received, until fourteen years of age, what advantages the 
common schools at that time afforded, when he began work 
for himself. At that time the principal industry of the 
place was agriculture, and he accordingly began his career 
on the farm. This, however, was not to his mind, and 
being of a mechanical inclination he determined to interest 
himself in that line when opportunity should present itself. 

He had not long to wait, for through the ■ influence of a 
friend he obtained a situation in a large machine shop, 
where he served three years. On completing his work 
there he went to Waltham, where he was connected some 
time, from which place he went to 383 Washington Street, 
with Ripley, Howland & Co. Later he secured the posi- 
tion of fireman at 65 Summer Street, where he remained 
four years, devoting his spare moments to the study of 
engineering and acquiring a knowledge of the general 
workings of steam. Being of a quick and assimulative 
nature, he was, at the end of that period, enabled to put the 
theories which he had evolved, into practice on a twelve 
horse power engine at the Moses Williams' estate, where he 
amply demonstrated his ability to assume charge of the 
plant at No, 3 Appleton Street, where he now furnishes the 
power and heat for A. J. Faxon & Co., manufacturers of 
piano hardware, and for the C. C. Briggs' Piano Co. Mr. 
Better has charge of two sixty horse power boilers and a 
forty horse power engine. He is progressive and is always 
interested in all improvements connected with his work, and 
is well known among the engineers of the city. 



Mr. E. J. West was born in 1843 m Oneida, N. V., 
where he attended the public schools until going to work 



94 THE CITY OF BOSTON. 

for himself. He first learned the trade of a mason, which 
he followed with varying success until the breaking out of 
the Rebellion, when he enlisted in the service of the One 
Hundred and Fifty-Seventh New York Regiment, later 
being with the Oneida Cavalry. He was in many of the 
most important engagements, and did gallant work for the 
Union. At the close of the war he went West, first to 
Colorado, where he was interested in some of the promi- 
nent gold mines, and later was connected with various 
enterprises for about three years. At the end of that period 
he went on the Union Pacific Railroad, where he was con- 
nected with the construction department about four years 
or until 1871, when he came East. He has at various times 
been on the Delaware, Lackawanna and Western, New York 
Central, and the New York and New England Railroads, 
and his experience as a railroad man has been very 
extensive. 

About a year ago he came to Boston and assumed full 
charge of the plant of Shepard, Norvvell & Co., on Winter 
Street, where he has inaugurated many valuable improve- 
ments. He is a Mason, a member of the Grand Army of 
the Republic, and is prominently connected with the Broth- 
erhood of Locomotive Engineers. This plant consists of a 
fifty horse power Brown engine, two fifty horse power 
boilers, pumps and inspirators. Mr. West is a most successful 
engineer. 



William- Poole, Esq., was born in Edgecomb, Me., in 
1834, where he attended the district school, manifesting an 
apt and intelligent disposition. The first years of his boy- 
hood were spent much like those of his companions, as he 
manifested no especial mechanical inclination until about 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 95 

twenty years of age. Opportunity at this time, however, 
did not present itself to enable him to follow his impulses, 
so for a few years he employed his time on the farm. At 
the end of that period he came to Boston with the determi- 
nation to secure a position in some capacity in a machine 
shop, and his efforts were crowned with success, as he made 
arrangements with the American Tool Company where he 
served his time of three years. While attending to his 
daily duties he became interested in steam, and employed a 
large amount of his time in the perusal of works of that 
nature, at the same time acquiring what practical knowledge 
he could in the same direction. The result was that on the 
completion of his time he obtained a situation as engineer 
in Chickering Place, where for six years he ably conducted 
his plant. He next went to Harvard Place in the same 
capacity, where in a short time he had improved and aug- 
mented the service to such an extent that a great reduction 
in the coal consumption and a larger amount of work was 
secured. He remained there thirteen years, fully demon- 
strating his ability to assume the position which he now 
occupies as engineer in chief at Congress Street Place, where 
for nearly fourteen years he has continued his improve- 
ments. The plant here consists of one fifty horse power 
Brown engine and a hundred and twenty-five horse power 
Whittier boiler. 



Mr. J. M. Cottam was born in i860, in East Boston, 
where he attended the public school. As a boy he mani- 
fested a strong desire for mechanical things, continually 
constructing some contrivance of an intricate nature, and 
one might almost imagine that his birthplace and surround- 
ings would somewhat inspire him to enter upon a life work 



96 THE CITY OF BOSTON. 

in the line in which his native place is so largely interested. 
At all events, when fifteen years of age, he came to town 
and secured the position of fireman at the large lumber 
dressing mill of Palmer & Parker, where he has been eight 
years, having remained through the change of the plant 
from the above-mentioned firm to the Hawkins Machine 
Company, where now as engineer he has full charge of the 
steam system. 

Though a young man, and in the sendee a comparatively 
short time, his knowledge of the work is most thorough and 
his success has been marked indeed, amply demonstrating 
his ability and reflecting great credit on his father, who has 
for many years been known among the engineers of the 
city. The plant consists of one twenty-five horse power 
engine and two forty horse power boilers. Mr. Cottam is 
an independent Republican and is a member of the National 
Society of Steam Engineers. 



C. R. Hooper, Esq,, was born in 1855, at Milton Mills, 
N. H. He acquired his education in the public school of 
his native place where he remained until fifteen years of age, 
at which time he went to work for himself. He served his 
time in a large boiler establishment, and meeting with more 
than ordinary success, remained some three years over his 
serving time. While there he had become familiar with 
engines of various kinds, and being naturally quick and 
perceptive, was soon called upon to assist the engineer, and 
in a short time was detailed for special work in this capacity. 
He has been connected at different times with many of the 
largest and best known works of the State, among which 
may be mentioned the New Market Machine- Company. 
Sometime later he went to the machine shop of the Boston 



ITS STEAM INTERESTS AND LEADING ENGINEERS. Vi 

and Maine Railroad at Dover, where he remained three 
years, resigning in favor of his present position with the 
Derby Desk Manufacturing Company, at 55 Charlestown 
Street, where, for five years, he has most efficiently con- 
ducted the plant. To his constant and persistent efforts is 
largely due its present standard of excellence. Mr. Hooper 
has charge of one twenty-five horse power engine and a 
forty horse power boiler, and his name is among those of the 
prominent engineers of the city. 



Mr. Oven A. Williams was born in 1843, m Wales, 
where he was brought up on a farm, remaining some seven 
years m this work, after which he became connected with an 
extensive flour mill and coal yard where he held the position 
of superintendent over ten years. His faithfulness there in 
attending to the business of his employer, and the persistent 
efforts which he made to further the best interests of the 
works, gained for him many friends who assisted him to an 
interest in one of the slate quarries of that section. While 
there he first became interested in steam, and by constant 
application, soon mastered the general workings of an 
engine. At that time circumstances turned his thoughts 
toward America, and a few months more found him on this 
side of the Atlantic, looking about for employment. 
Though unacquainted with the customs of the land, the same 
energy which had conduced to his success at home, and the 
will that had prompted his ambition to seek his fortunes 
here, gave him strength and courage for the work before him, 
and ere long he was happily connected with the slate 
quarries of New York, where he remained some time. 
From there he went to Sledington, Penn., where a new 
engine was being placed in one of the quarries, and he made 



98 THE CITY OF BOSTON. 

every effort in his power to obtain the position of engineer, 
which was repeatedly promised him by the management, 
but without avail. This proved a disappointment of con- 
siderable magnitude, and he soon came East, relying on the 
promises of a friend for work, but on his arrival in Boston 
found his friend not so prompt, and being in need of 
employment of some character, entered the Boston and 
Albany freight house, where for about two months he was 
given night work, at the end of which he obtained a position 
at the works of the Boston Steam Company, after which he 
entered a foundry for a short time. This work, however, 
was not congenial, and once more he tried for a permanent 
position ; this time his efforts were crowned with success at 
the well-known pump works of Geo. F. Blake & Co., where, 
after being frequently called upon to assist in setting up and 
to supply in the absence of the engineer, he was promoted 
to the position which for the past eleven years he has so 
ably filled. The plant of which he has full charge consists 
of a seventy-five horse power engine and two sixty-five 
horse power locomotive boilers. Mr. Williams is a member 
of Mount Vernon Church, and is prominently connected 
with the Sunday School. He is one of the most conscien- 
tious and efficient of our engineers. 



Mr. Samuel Mason was born in 1855, in Cambridgeport, 
where he received his education. Going to work at the 
early age of twelve, his studies would have been somewhat 
crippled, had he not devoted his spare moments to his 
books. Naturally of a studious disposition, these moments 
were hours of enjoyment as well as profit. He first became 
connected with the boats in Boston harbor, occupying the 
humble position of deck hand, but one of his calibre could 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 99 

not long remain in this capacity, and soon he was firing in 
the boiler room. As he advanced in years he continued to 
climb the ladder of fortune, leaving the fireman's round for 
that of the engineer, and rising still higher, donned the cap 
which bore the gilded letters " Captain." Among the boats 
in which he was interested may be mentioned the " Charles 
River," " Chapel," " J. C. Cottingham," and the "Mattie 
Sargent." After ten years he gave up steamboat life, and 
for six years occupied the position of engineer at the West 
Boston bridge, after which he was prominently connected 
with various steam interests. At the end of this period he 
was secured by A. H. Robinson & Co., for their plant, where 
he is efficiently conducting the work and continually study- 
ing to improve his system, which consists of one one 
hundred and fifty horse power engine and two eighty horse 
power boilers. Mr. Mason is a member of the Independent 
Society of Steam Engineers, and as an able and progressive 
engineer stands in the foremost rank. 



John B. White, Esq., was born in County Cork, Ireland, 
in 1847. When quite young he entered a hardware store, 
where he remained some time, coming to this country in 
1870. His ambition prompted him to connect himself with 
some well-known house, and he accordingly entered the 
employ of O. Nichols & Co., as a cutter. Naturally of a 
quick, active mind, his advancement in his calling was such 
as to prominently bring him before the notice of his 
employers, and in a short time he was given the opportunity 
to acquire a thorough knowledge of steam, and in 1881 was 
promoted to the position of engineer, which for five years 
he has acceptably filled. Though but a few years in the 
semce of steam, his persistent efforts to perfect himself in 



100 THE CITY OF BOSTON. 

his work and his untiring energy in the study of its scientific 
principles, can conduce to but one end, and that success. 
His plant consists of one thirty horse power boiler and a 
twenty horse power engine. In politics Mr. White is a 
Democrat, is a member of the Catholic Society of For- 
resters, having occupied the position of Chief Ranger of the 
Court of Sts. Peter and Paul, No. 15, and for ten years has 
been deputy of Sts. Peter and Paul's Total Abstinence 
Society. 



Mr. Richayd Taylor was born in 1854, in England, 
where he was interested in various enterprises. He served 
his time in one of the large boiler works of the kingdom. 
and was connected with many of the large and well-known 
houses until 1870, when he came to this country in the 
furtherance of his own interests. He went first among the 
coal mines of Pennsylvania, but not finding employment to 
his mind, after two years came East, and entered a large 
rolling mill. On completing his engagement at that place, 
he made arrangements with J. F. Keany & Co., of 32 
Lancaster Street, where he has full charge of one fifty horse 
power engine and a seventy-five horse power boiler. Mr. 
Taylor is conscientious in all his work, and is ever looking 
toward the improvement of his plant. 



Walter Henderson, Esq., was born in 1850, in the old 
country, from whence he came when quite a young man to 
seek his fortune in America. Naturally ambitious, he soon 
made arrangements with J. L. Sheriff, of Dedham, which 
enabled him to serve his time in his well-known works. 
His success there was such, that for sixteen years he con- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 101 

tinned in full charge, and in that long period made many 
improvements in his plant. At the close of his labors there 
he entered the Dedham Fire Department, where as fireman 
he was connected two years : after which he was offered the 
position of engineer at the brush manufactory of J. L. 
Whiting <Sc Co., where for over eight years he has continued 
in full charge. He has one Putnam fifty horse power 
engine, two sixty horse power boilers, one Worthington 
pump and a large Knowles pump for drawing water from an 
artesian well having a depth of three hundred and forty 
feet, and forcing it above about ninety- five feet. Mr. Hen- 
derson has been very successful in his work, and has all the 
modern improvements throughout his plant, among which 
could be mentioned several of his own invention, which are 
very valuable. He is a well-known engineer in the city. 



Mr. C. H. Stockemer was born in 1853, in Bridgeport, 
Conn. Like other boys he attended the public school of 
his native place, later coming to Boston and completing his 
education by going to school when not at work. For 
several years he was interested in various things, coming in 
1873 t0 the well-known establishment of C. F. Hovey & 
Co. Being naturally ambitious, he has, by close application 
to his labors, worked up to the position of chief engineer, 
and during his service of thirteen years, has introduced many 
improvements, continually increasing the efficiency of his 
plant, which consists of three elevator engines, one blower 
engine, a large fire pump, a small engine for running sewing 
machines and three sixty horse power boilers. Mr. Stockemer 
is a Democrat and an Odd Fellow, and is one of the promi- 
nent engineers of Boston. 



102 THE CITY OF BOSTON. 

Mr. S. A. Alexander was born in 1839, in Mt. Vernon, 
N. H., where he attended the school of the district in which 
he lived, until eighteen years of age, at which time he 
entered the Indian Head Mills at Nashua, as third hand, 
remaining three years. At the end of that period he 
followed the promptings of his ambition, and' struck out for 
the West, going to Scranton, Penn., where for five years he 
was connected with the Delaware, Lackawanna and Western 
Railroad, first as fireman, and later as engineer. At that 
time the war broke out, and he enlisted in the One Hun- 
dred and Thirty-Second Pennsylvania Regiment, and for 
nine months was in active service. On his return he entered 
the Nashua Iron Works, where, for three years he remained 
as chief engineer, after which he again went West, going to 
Franklin, Penn., where he was interested in the oil country 
for two years. At the end of that time he returned East, 
coming to South Boston, where he entered the Bay State 
Iron Works, but after about two years went to the mills of 
J. F. Keating, on Portland Street, later being with the large 
establishment of Doe & Hunnewell, of East Cambridge, for 
five years. At that time he was secured by the management 
of Hotel Boylston, and for seven years continued in full 
charge of their plant. He has recently entered upon his 
new duties at the Masonic Temple, where he has full charge 
of two fifty horse power boilers and a small engine. Mr. 
Alexander is a Mason, an Odd Fellow, a member of the 
American Legion of Honor, and is prominently connected 
with the Royal Good Fellows. He is a most estimable 
gentleman and an honor to his position. 



Mr. P. J. Philben was born in 1859, in County Mayo, 
Ireland, coming to this country when quite young. His 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 103 

education was acquired in the public schools of this city, 
and at seventeen years of age, he began his career at the 
Waverly House, Charlestown, where for three years, he 
occupied the position of fireman. He next> served a year 
in a machine shop, perfecting himself in the ins and outs of 
his work, securing at the end of the time, the same position 
at the old Adams House, where he was connected about 
four years, after which he served a year at steam fitting. 
When he had completed his time, desiring to see more of 
the world, he went to Chicago, where he was connected 
with the Gardner House and other well-known places, for 
some time. On his return East, he was offered a position 
with the Walker-Pratt Manufacturing Company, and for 
four years was a valued employe, being detailed by them to 
superintend the construction of the plant at the Young 
Men's Christian Association Building, on Boylston Street, 
where for three years, he has continued in successful charge 
of two sixty horse power boilers, automatic pumps, etc. 
He is very efficient in all his labors, and has a bright future 
before him. 



Mr. William Hanrahan was born in Limerick County, 
Ireland, but came to this country when about eighteen years 
of age. Being mechanically inclined, he addressed himself 
to the construction and running of heating furnaces, later, 
for five years, being connected at the Norway Steel and 
Iron Works, after which his services were secured for the 
plant in the Evans House, where for two years he has 
continued in full charge. It consists of one forty-eight and 
one fifteen horse power boiler and a large elevator engine. 
Mr. Hanrahan is a most thorough, reliable and conscien- 
tious engineer. 



104 THE CITY OF BOSTON. 

Mr. F. J. Dunn was born in 1865, in Lewiston, Me., in 
the public schools of which place he manifested more than 
ordinary interest in his studies. Going to work at the early 
age of fourteenj he served his time at the machinist's trade, 
and for two years was continually studying the best authors 
on the service of steam. At the end of that period he was 
secured for the well-known Pavilion Hotel at Wolfboro', 
N. H., where he was connected several seasons. Two 
years ago he was engaged by the management of Hotel 
Hoffman, on Columbus Avenue, and has charge of two low 
pressure, and one high pressure engine. Though young in 
the service, Mr. Dunn has amply demonstrated his ability, 
and to-day his plant occupies a high position of excellence 
among the best known of the city. 



Mr. A. Loveland was born in the State of New York in 
1850. As he expresses it, he is a self-made man; going to 
work at an early age, his education was necessarily somewhat 
curtailed, and though his success has been marked in his 
chosen work, it is due to his oneness of purpose and his 
fixedness of mind in whatever he undertook. 

Naturally of an inventive mind and a mechanical inclina- 
tion, he availed himself of the first opportunity which 
presented itself, to gain a thorough knowledge of steam. 
He served his time in one of the large engine and boiler 
works of New York, and on coming to Boston was first 
connected with the well-known house of L. M. Ham & Co., 
where he remained until he accepted his present position of 
engineer at the lumber dressing mill of Watson & Bisbee. 
He has charge of a fifty horse power engine and a sixty 
horse power boiler. Mr. Loveland is always alive to the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 105 

improvements in his line, and the changes he has made in 
his plant are most creditable, and his success has been 
marked. He is a thorough engineer. 



Mr. Hugh O'Connor was born in 1844, in Boston,. 
where he was a constant attendant at the public school, 
until going to work for himself. When quite young he 
enlisted in the United States Navy in the steamship 
" Woned," and was on her when she blew up off Fort 
Carmel. He next served on the steamship " Lasocos " 
which was successful in capturing the ram " Alabama " in 
the Alabama sound. On returning home he obtained a 
situation as fireman where he remained some time, after 
which he was promoted to the position of first assistant 
engineer at the Mason and Hamlin Organ Works where he 
was connected three years. Later he was with some of the 
well-known houses of the city, among which may be men- 
tioned H. D. Clark & Co., Boston Belting Company, the 
Cunningham Boiler Works, Bradley's Fertilizer Company, 
and the Exeter Packing Company. For the past eight 
years at various times he has been with the West Boston 
Planing Mills, where he has charge of one sixty horse power 
engine and a fifty horse power boiler. Mr. O'Connor is a 
member of Post No. 7 of the Grand Army of the Republic, 
and his success as an engineer is attributable to his perse- 
verance and earnest labor in his chosen work. 



John Jovce, Esq., was born in County Kildare, Ireland, 
where as a boy he gave evidence of his mechanical inclina- 
tion. He remained about home until twenty-two years of 
age. when, desiring a more extended field of action, he 



106 THE CITY OF BOSTON. 



joined a party of friends who were about to seek their 
fortunes in this country, and on his arrival entered the works 
of Isaac Adams, where he had been seventeen years when 
the firm was succeeded by the South Boston Iron Works. 
Through this change of management Mr. Joyce remained, 
and for the long period of twenty-three years has success- 
fully carried on his work. Being thoroughly versed in all 
that pertains to his labors, and having a definite knowledge 
of the general workings of steam, his long service, covering 
a period of over thirty years, places him among the oldest 
and most experienced engineers of the city. He is an 
active, enterprising and progressive man, and has effected 
many valuable improvements in his plant, and his assiduous 
care in arriving at conclusions has conduced to the thorough 
equipment of his plant with all modern appliances. 



Mr. Philip Bremen was born in 1843, m St. John, 
Newfoundland. When quite young the sea seemed to have 
for him a peculiar fascination, and it was with great difficulty 
he could be restrained from shipping until he should be old 
enough to do so. However, at fifteen years of age, unable 
longer to remain contented at home, he followed the 
promptings of his ambition, and for twelve years enjoyed the 
lite of a jolly tar on the bounding billow, rising from a green 
hand to mate, and later to engineer. As he advanced in 
years he tired of this roving life, and so came to Boston, 
entering the works of the Boston Machine Company, 
where, for thirteen years he has been constantly improving 
and augmenting his plant, and in every way meeting the 
expectations of his employers. Being naturally of a 
mechanical turn of mind, he is ever acquiring valuable 
information in his line, and the success with which he has 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 107 

met fully proves his ability. Mr. Bremen has charge of one 
sixty horse power engine and a seventy-five horse power 
boiler, and in point of efficient management this plant is 
second to none in the citv. 



Mr. Frederick Whither was born in 1859, in Readfield, 
Me., where he attended the public school, manifesting a 
bright and active disposition, and an aptness for things of a 
mechanical nature. Much of his time has been spent in 
steamboat service on the Kennebec River, having begun in 
the work when only fifteen years of age. From a general 
hand he was promoted to fireman, and again in a short time 
to engineer, where for five years he continued in successful 
service. On finishing his labors on the river, he was secured 
by a well-known contractor as chief engineer for general 
work, and for some years was connected with many of the 
largest manufacturing works of Xew England, among which 
may be named Cannon & Faxon, paper manufacturers of 
Lee, S. A. Fowle & Co.'s dye wood mill at Arlington, 
Arlington Mills at Lawrence, Bird's Paper Mill at Walpole, 
and the Somerville Flour Mills at Somerville. For the past 
three years he has had full charge of the plant at the South 
Boston Grain Elevator, and being thoroughly familiar with 
his work, has made many valuable improvements, reducing 
his coal consumption about thirty-three per cent., or over 
two hundred dollars per month. He is a Democrat and a 
member of the Brotherhood of Locomotive Engineers, 
having run on the Maine Central Railroad over two years. 
The plant here consists of a hundred horse power Corliss 
engine, and two seventy-five horse power boilers. Mr. 
Whittier is most efficient and successful in his work, and is 
one of the rising engineers of the citv. 



108 . THE CITY OF BOSTON. 

Mr. Charles Brown was born in 1841, in Limerick., 
Me., where he attended the public school until about seven- 
teen years of age, when he came to Boston to look about 
for himself. For two or three years his work was in a room 
where there was an engine, and, becoming acquainted with 
the engineer, he improved the opportunity of acquiring; 
what practical information he could in regard to the general 
workings of steam. Being from time to time called upon 
in the absence of the engineer, to assume charge tempo- 
rarily, he gradually became familiar with the work, 
and accordingly was soon promoted to the position of 
engineer. 

Some time after that he obtained a situation at the well- 
known works of Stickney & Poor, where for three years -his. 
labors were most successful. At the end of that period he 
was secured by Flint Bros., with whom he remained five 
years, after which for a short time he was connected with, 
the Boston Water Works, from whence he came to the old 
and world- renowned house of W. K. Lewis & Bros., on 
Broad Street, where for sixteen years he has continued in 
uninterrupted prosperity, augmenting his plant and institut- 
ing improvements which place it among the first in the city- 
It consists of a seventy-five horse power Brown engine and'. 
a Kendell & Roberts seventy-five horse power boiler. The 
plant furnishes the power for fourteen elevators and two 
large coffee manufactories. Mr. Brown is an Odd Fellow, 
being a member of Oasis Lodge, of Winter Hill, Somer- 
ville, and is one of our best known and most successful 
engineers. 



Mr. C. F. Dearing was born in 1848, in Charlestown r 
where in the public schools he manifested a disposition. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 109 

which foreshadowed his career in after life. Being so near 
the Government Navy Yard, he naturally, with other boys 
of his own age, spent many hours out of school among the 
cannon and pyramids of ball that are found so systemati- 
cally arranged in the yard. In this he found much enjoy- 
ment, but nothing had so great a fascination for him as the 
huge boats that at all times were proudly riding at anchor 
but a short distance from the shore. One of these he 
determined should one day be his home, and accordingly 
when twelve years old he shipped in one of the monitors 
that had just been completed, and for one year was under 
constant fire in the harbor at Charleston, S. C. On his 
return he entered the machine shop at the navy yard where 
he served five years, after which he was prominently con- 
nected with the fire department of the city, first as hoseman 
of No. 4, and later as assistant engineman of No. 7, which 
position he occupied nearly twelve years. Desiring to see 
somewhat of his country, he went West, and for some years 
was connected with the A. T. & S. F. and the B. F. R. & 
G. Railroads, first as fireman and later as engineer. On his 
return East he was secured by C. U. Cotting for the Wake- 
field building, where he has had full charge about one year, 
having made many valuable improvements, and largely aug- 
mented the service of the plant, which consists of two forty 
horse power boilers, one forty horse power engine, a Blake 
pump, and a Hancock inspirator. Mr. Bearing is well- 
known among the engineers of the city, and is a thorough 
mechanic in every sense of the word. 



Mr. N. C. Chandler, so well known among the 
engineers of the city, was born in 1S45, in Strafford, Vt., 
where he availed himself of the usual advantages offered by 



110 THE CITY OF BOSTON. 



the country district school, later going two terms to the 
village academy. Beginning work at the early age of 
twelve and coming to Boston when only seventeen, he- 
entered the Atlantic Works, remaining until November, 
1864, when he entered the quarter-master's department,, 
going to Tennessee, remaining until the close of the war. 
On his return home he went to the Linseed Oil Works at 
East Boston, and for nine years efficiently conducted their 
plant. At the end of that period he went to the Concord 
States Prison, where, for fourteen months he had full charge 
of the steam system, which position he finally resigned in 
favor of his present one as chief engineer at the well-known 
creamery of C. Brigham & Co., on Tremont Street, where 
for three years he has continually improved his plant, 
which consists of a fifty horse power Brown engine, and two 
sixty horse power boilers, which furnish the power for seven- 
teen elevators and a large number of churns, etc., etc. Mr. 
Chandler is among our most prominent engineers, and is 
one of the oldest in the service of steam in the city. 



G. W. Barnard, Esq., was born in 1845, in Nantucket, 
where he graduated with honor at the Nantucket high 
school. When about eighteen years of age, he began work 
for himself and served his time at the old and well-known 
establishment of S. E. Chubbuck & Co., remaining three 
years. On the conclusion of his labors there, he entered 
the service of the Old Colony Railroad as fireman on one 
of the locomotives, where he remained about a year, at the 
end of which he was transferred to the Cape Cod repair 
shops, where for four years he was prominently connected. 
When he returned to Boston he went with the Whittier 
Machine Company and remained four years, or until he 



ITS STEAM INTERESTS AND LEADING ENGINEERS. Ill 

entered the Boston Fire Department as assistant on Steamer 
No. 8. Mr. Barnard has been in this service twelve years, 
being promoted to engineman of No. 25. He is most effi- 
cient in his position and is well known in the department. 



John Nugent, Esq., was born in County Hesthmade, 
Ireland, in 1845, where he lived until about fifteen years of 
age, when, desiring a more extended field, he joined a com- 
pany of friends who were about to seek their fortune in 
America, where in due time they landed in New York. 
Naturally of a mechanical turn of mind, he first sought a 
situation among the machine shops of the metropolis, 
where he remained two years, after which he came to 
Boston and interested himself nearly three years in brown 
stone cutting. On completing his labors there, he entered 
the boiler works of John Lally, in South Boston, and later 
connected himself with the Putnam Nail Works about the 
same length of time, after which, for. some two years, he 
was with the Mason & Hamlin Organ Company. The next 
few years of his life were spent in the well-known works of 
George T. McLaughlin, and at the St. James Hotel, from 
whence he went to San Francisco, Cal., where he shipped as 
oiler on the Steamer " Cossipa," running between there and 
Portland, Oregon, and though on the boat but a few 
months, he acquired a thorough knowledge of marine 
engines. While in the West, he was connected among other 
well-known firms with the Miners' Machine Company, and 
the San Francisco Manufacturing Company, later going up 
to Marysville with a washing machine, which they fired with 
straw. 

On his return to Boston he was secured by C. C. Lane 
as fireman for the Bedford Buildings, but afterward was 



112 THE CITY OF BOSTON. 

•connected with the well-known John Hopkins and William 
Crane of the Baltimore Steamship Line. When he finished 
his labors there, he was secured by the Boston Dye and 
Chemical Works, after that, for about four years, being 
■connected with the steam plant at the Boston University. 
On June ist, 1882, the valuable services of Mr. Nugent 
were secured for the building occupied by Joy, Langdon & 
Co., and Perry, Cook & Tower, No. 89 Chauncy Street, 
-where for the past four years he has continually studied to 
improve his system and place it on a higher plane of 
excellence. His plant consists of a fifteen foot boiler con- 
taining forty-nine three inch tubes and two sixteen horse 
power engines. Mr. Nugent is a most efficient engineer, 
and stands second to none in the city. 



H. E. Buchanan, Esq., was born in 1850, in Cape 
Breton Island, N. S., where, at the high school, he gradu- 
ated with honor. Until eighteen years of age his time was 
given to study, but among other things he early evinced a 
love for mechanical work. He accordingly made arrange- 
ments that enabled him to serve his time in the engineer's 
•department in one of the coal mines of the place. Though 
firing at first, he soon mastered the management of the 
system, and was promoted to engineer in chief, which posi- 
tion he occupied seven years. 

At the end of that period he came to Boston, being 
■connected some time with various steam interests, among 
which may be mentioned the plant at Hotel Brunswick, 
later being offered the position which he now occupies at 
No. 28 School Street, where for two years he has continued 
to make valuable improvements. He has full charge of a 
thirty-five horse power Hanford engine, and two forty horse 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 113 

power Kendall & Roberts boilers. Mr. Buchanan is well 
and favorably known among the engineers of the city, and 
in point of efficient management, his plant is second to 
none. 



Mr. Israel Webster was born in 1841, in Nottingham, 
England, where he attended school until about fourteen years 
of age, when he began life in the service of steam as fire- 
man in one of the large establishments of the kingdom, 
where for six years he remained a valued employe. On 
the uprising of the North, he came to this country and 
entered the service of the Union, returning home in about 
three years, where he once more took up his work 
in his chosen calling. In 1881, he again crossed the 
ocean and for some time was connected with various steam 
interests in this city. About four years ago, he was offered 
the position of engineer at the well-known lumber dress- 
ing Mill of S. H. L. Pierce, of South Boston, where he has 
remained most efficiently conducting the service and aug- 
menting his system, which consists of one forty and one 
thirty horse power engine, and a hundred horse power 
boiler. Mr. Webster is a member of the society of 
Forresters, and is a very successful engineer. 



W. C. Moore, Esq., was born in 1839, in Nova Scotia, 
where he attended the public school until he went to work. 
He first became interested in cabinet making, which occupa- 
tion he followed over fifteen years, meanwhile using much 
of his time in the study of the construction of engines and 
the practical workings of steam. 



114 THE CITY OF BOSTON. 

Naturally mechanical in his inclination, he deduced 
many things which he had not the opportunity to put in 
practice until he abandoned his former trade for the more 
congenial work of an engineer. While in the cabinet busi- 
ness he was for some time with the Mason and Hamlin Organ 
Company, but the past fourteen years he has given his 
attention entirely to steam work, and the results fully 
demonstrate his ability. 

He has recently entered upon new duties at the plant of 
Hall & Co., in City Square, where already he has incor- 
porated many improvements and augmented the system to 
a large degree. He has one thirty horse power boiler and a 
thirty horse power engine. 

Mr. Moore is most efficient, and his name is well known 
among the engineers of this city. 



Mr. Robert Toby was born in 1845, m tne °ld town of 
Roxbury, where he attended school until, at an early age, he 
went to work for himself. He has been connected with 
many of the large establishments of the country, and for 
some time was interested in steam-boating. 

Lately, his labors have been largely in the line of electric 
lighting, being at present first assistant engineer at the 
Edison Electric Lighting Station. He is a most thorough 
mechanic, and is well and favorably known in his profession. 



J. H. Thurber, Esq., was born in 1840, in East Burke, 
Vt. Being obliged to go to work at an early age, he left school 
at fourteen and entered a machine shop, serving his time in 
St. Johnsbury with the Hastings Manufacturing Company, 
where he remained three years. On completing his time 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 115 

there he went to Windsor, where for some time he was con- 
nected with the Windsor Manufacturing Company, after 
which he was secured by the well-known Putnam Machine 
Company for their works at Fitchburg, where for the long 
period of thirteen years he remained a valued employe. 

At the time of the organization of the Union Machine 
Company he entered their works, but after three years 
resigned in favor of general work in the way of constructing 
engines throughout the country, after completing which, for 
about a year, he assumed charge of the electric light plant in 
Brookline. 

A short time since, he was secured by the management 
of Hotel Boylston to conduct their steam service , and has 
already made many valuable improvements. The plant con- 
sists of three sixty horse power boilers and a large heating 
apparatus. 

Mr. Thurber is a Mason, being connected with the Thomas 
Royal Arch Chapter and Jerusalem Commandery. 

He is very efficient in his management and has gained 
a worthy reputation among the prominent engineers of the 
city. 



Mr. Daniel Hanson was born in 1S22, in County Staf- 
ford, England, where his education was acquired. He 
remained in his native land until about twenty-six years of 
age, serving his time with James Watt & Co., near Birming- 
ham. On coming to America, he entered the well-known 
works of Walworth & Nason, where he remained the long 
period of twenty-nine years. At that time his sendees 
were secured for the plant in the New York Mutual Life Insur- 
ance Building in Post Office Square, where for over nine 
years he has continued in full charge, constantly improving 



116 THE CITY OF BOSTON. 



his system and increasing its service. The plant consists of 
two pair of thirty and two pair of twenty horse power 
Hanaford Patent engines, and three forty-five horse power 
boilers. Mr. Hanson has been in the service of steam many 
years, and is well known among the engineers of Boston. 



Mr. Frank H. Coupaine was born at Lisbon Palace, 
Cuba, where he lived until about five years of age, when he 
Was sent to America to be educated and was placed in the 
schools of old Salem, graduating with honor at the Salem 
high school. 

At that time, having a desire to enter upon some work for 
himself, he came to Boston and served his time at book- 
binding, remaining eight years. He next returned home, 
but after two years again came to this country on a short 
Visit and becoming interested in mechanics and later in 
steam, concluded to perfect himself in its general workings, 
and was soon in charge of the plant at No. 8 Exchange 
Place, where the past six years he has manifestly proved his 
skill. 

The plant here consists of the usual boilers and general 
heating apparatus. Mr. Coupaine is a brother of the wealthy 
Cuban Planter of the same name, who is so well known to 
importers of tobacco, and today holds an enviable reputation 
among his colleagues. 



Mr. Frederick E. Petier was born in 1852, in Charles- 
town, attending the public schools of that place, Somerville 
and Cambridge, until fourteen years of age, when he went 
to work for himself. He first learned the trade of a wood 
turner and for four years was a valued employe, at which 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 117 

time he was given charge of the machinery at the establish- 
ment of Shaw & Appleton, continuing in this capacity about 
six years. 

He was next interested in the pumping engine at Medford, 
which discharges two hundred thousand gallons per day, after 
which he assumed charge of the system at the Boston 
Bridge Works of D. H. Andrews, where the past five years 
he has so ably demonstrated his ability. 

During the last ten years he has also been connected 
with the Cambridge fire department in the capacity of assist- 
ant engineer. The plant of which Mr. Petier has charge 
consists of a twenty horse power engine, and a thirty horse 
power boiler. In politics he is a Republican and is well 
known among the city engineers. 



Mr. Mathew Leary was born in 1842, in the old town 
of New Bedford, where he was a constant attendant at the 
public school until fifteen years of age, when he began 
life for himself. Although desiring a position in some 
mechanical line, opportunity did not present itself, and for 
some time he was obliged to be contented with what he 
could find to do in various callings. About that time 
the war broke out and he entered the service on 
one of the transports as fireman, where he remained three 
years. On his return to Boston he went to the large and 
well-known confectionery establishment of Forbes, Haywood 
& Co., on Sudbury Street, to learn the business, but 
manifesting such a mechanical turn of mind was given 
the engine which for the long period of ten years 
he has ably had full charge. The system consists of 
one fifty house power engine and two sixty house power 
boilers. Mr. Leary is among our most prominent engineers, 
and has been in the service of steam many years. 



118 THE CITY OF BOSTON. 

George Davenport, Esq., was born in 1829, in Portland, 
Me. When but three years of age his people removed to 
Newburyport, Mass., where he was placed in the public 
school, which he attended until twelve years old when he 
started out in life for himself, working on the farm until 
attaining his majority. 

At that time he decided to try the sea and shipped for 
California, going round Cape Horn and visiting the islands 
of Juan Fernandez and many other well known places, after 
which he returned to Newburyport, connecting himself with 
the Newburyport Gas Company as general hand, remaining 
four years. 

At the close of his labors there he came to Boston and 
entered the works of the Walworth Manufacturing Company, 
where for about five years he remained a valued employe. 

On the breaking out of the Rebellion he enlisted in the 
Forty-Eighth Massachusetts Regiment, and did gallant 
service in many of the important engagements. About a 
year ago he was offered the position of engineer in chief at 
the establishment of Sumner & Goodwin, where he has full 
charge of a fifteen horse power engine and a twenty-five 
horse power boiler. Mr. Davenport is a prominent member 
of Post No. 49 of the Grand Army of the Republic of New- 
buryport, and is one of the best known engineers of the city. 



Mr. H. P. Mellen was born in Wayland, where he 
attended the district school until about fifteen years of age 
when he entered the Wakefield Rattan Works, where he 
remained three years. During that time he had improved 
his leisure moments in the study of mechanical works, and 
on the close of his labors there entered a machine shop 
where he served his time, afterwards going to the Para 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 110 

Rubber Works at South Framingham to assist in establishing 
their plant, remaining as engineer some two years. 

When his work there was completed he went to the well- 
known creamery of C. Brigham & Co. for about the same 
length of time. Later, desiring to see more of the country, 
he went West assuming charge of a large thrashing machine 
in the grain country. On his return East he was first con- 
nected with the works of the American Rubber Company, 
where he assisted in setting up a four hundred horse power 
engine, after which he was detailed to establish the plant at 
the Youths' Companion building where he is still perfecting 
the arrangements of the system, and placing it on a higher 
plane of excellence. 

The service consists of one Brown eighty horse power 
engine and two eighty- five horse power boilers. Mr. Mellen 
is prominently connected with the Knights of Honor, being 
a member of the Tremont Lodge, and is among the rising 
engineers of the city, already having acquired a flattering 
prominence among his colleagues. 



William Boyd, Esq., was born in 1826, in Genoek, Scot- 
land, where his boyhood days were spent. On growing to 
man's estate he evinced a desire for a larger sphere of action, 
and accordingly betook himself to Glasgow, where, until he 
was about twenty-one years old, he was interested in various 
things. 

On coming to this country he entered the New York Sugar 
Refinery, where he remained two years, after which he began 
work in a large boiler manufactory where he remained the 
long period of ten years. He next was interested in the dis- 
tillery of Edward Chamberlin at East Cambridge, where he 
remained eleven years, at the expiration of which he came to 



120 THE CITY OF BOSTON. 

the Ames estate, 521 Washington Street, having full charge 
of the plant for the last three years, ably demonstrating his 
ability and continually making improvements in the sendee. 
In ' politics Mr. Boyd is a Republican, and takes a lively 
interest in all about him, being a genial gentleman and well 
versed in the principles of his profession. 



Mr. J. G. Barnes was born in 1835, in Bakersfield, Vt., 
where, in the district school, he obtained the rudiments of an 
education, later going for one or two terms to the village 
high school. 

When eighteen years of age he commenced work for him- 
self in the tin and sheet iron business which he followed over 
twenty-two years, during which time he was employed on 
work in his line among engineers. He therefore acquired a 
good knowledge of the general workings of steam long 
before he assumed the duties of its master, and when in 
1874 he was offered the position which he now holds as 
engineer at the G. H. Haley Estate, No. 50 Chauncy Street, 
he was fully prepared to conduct the plant and carry out the 
many well-founded theories of improvement which he had 
evolved in the preceeding years. The system here consists 
of two engines and a twenty horse power sectional boiler. 
Mr. Barnes is a most efficient and conscientious engineer, and 
is an honor to his position. 



G. W. Towles, Esq., was born in Staford County, Va , in 
1846, on one of the largest plantations of the South, where 
he remained until about fifteen years of age, when he entered 
the service. of the Union for the freedom of his fellow men. 

While there he became attached to one of the officers, 
Captain Smith, of Company B of the first regiment of 
Massachusetts, and accompanied him on his return North. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 121 

The Captain was much interested in his charge, and as he 
had manifested a most remarkably bright and active disposi- 
tion, secured for him a position in his own engine room, 
where for two years he remained a valued assistant. 

On completing his labors there he went to the Riverside 
Press at Cambridgeport, remaining eight years, after which 
he was secured by the American Fire-proof Safe Company 
to conduct their plant. He was next with the well-known 
J. W. Wilson & Co. over eight years, and later, for 
about the same length of time, with the G. L. Damon Safe 
Company. About three years ago he was offered the posi- 
tion of engineer in chief at the John Foster estate on Broad 
Street, where he has full charge of one forty horse power 
engine and a sixty horse power boiler. 

Mr. Towles is most efficient in his labors, and his long and 
varied experience places him in the front rank of our city 
engineers. 

Mr. W. B. Davis was born in Waldoboro', Me., in 1838, . 
where he attended the public school until fifteen years of 
age, when he entered the service of steam, coming about 
three years later to Boston where he entered the works of the 
Whittier Machine Company, and after serving his time was 
offered the position of engineer at the Areated Bread Works, 
where for ten years he ably conducted the plant. On the 
completion of that time he went to the works of the Grover 
and Baker Manufacturing Company in the same capacity, 
where he remained two years, after which he was connected 
with one of the largest tanneries in New England, but later 
returned to his old position at the bread works. Three 
years ago he came to the S. A. Woods Machine Company, 
since which time he has augmented his plant and continually 
in various ways improved the service. 



122 THE CITY OF BOSTON. 

The system consists of a forty-five horse power engine 
and two sixty horse power boilers. Mr. Davis is a thorough 
mechanic and stands high in his profession. 



Mr. F. C. Brooks was born in Holland, in 1835, where he 
attended the schools of his native place until about thirteen 
years of age, when he shipped before the mast, and for over 
twenty years followed the sea, going to all parts of the world 
and visiting nearly every clime. During the war he was 
in the service of the Union on the steamships "Colorado" 
and " Sacremento," then going to Valparaiso and Chili 
as fireman on a steamer, later being promoted to engineer, 
having full charge for three years of a tug boat in Peru. On 
coming to Boston he was offered the position which he now 
occupies at the Howard Iron Foundry in South Boston, 
where for fourteen years he has ably conducted the ser- 
vice, making many valuable improvements and amply 
demonstrating his ability. The plant consists of a twenty 
horse power engine and a twenty horse power boiler. In 
politics Mr. Brooks is a Republican, and occupies a promi- 
nent position among his brother engineers. 



Mr. J. Weigle, Jr., was born in Bavaria, Germany, in 1847, 
where in the public school he manifested more than ordinary 
skill in mechanical things. When about nine years of age 
his people, for political reasons, came to America, and he at 
once entered the city school where he remained an apt pupil 
until he was about twelve years old, when he went to a large 
box factory, serving three years. This, however, proved 
unsatisfactory, and he entered the Bay State Rolling Mills 
where he was connected with the blacksmith shop, going 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 123 

four years later to the machine shop where he remained six 
years, at the close of which his services were secured by the 
New England Iron Company at Readville, from whence he 
went to the Norway Steel and Iron Company, remaining 
with them three years. 

On completing his tirrie there he was connected with the 
Globe Nail Works, starting their rolling mill and running it 
two years. He then returned to the Bay State Iron 
Company and superintended the construction of their sheet 
mill, after which he began business for himself. Had the 
rascality of a partner not surmounted his plans, his success 
would have been commensurate with his ambition ; however, 
what perhaps proved a loss to him conduced to the good of 
others, as his valuable services were secured by the Globe 
Horse Shoe Nail Company, at which place he remained until 
about four years ago when he came to his present position, 
at No. 312 Dorchester Avenue, which he has acceptably 
filled. The plant here consists of a small boiler and a 
twenty horse power engine. In politics Mr. Weigle is inde- 
pendent, and his superintendence and general management 
of his plant places him among the prominent engineers of 
Boston. 



Mr. Howard E. Storer was born in 1861, in Robinston, 
Me., where he went to the district school until going to 
work for himself. On the death of his father he at once, 
although only fourteen years of age,> entered the mill, and 
for three years assumed charge, continuing it in successful 
operation. He then came to Boston, where he entered the 
works of the New England Machine Company, remaining 
two years, after which his services were secured by the 
McLaughlin establishment, at which he continued four 



124 THE CUT OF BOSTON. 

years. About two years ago he was offered his present 
position of chief engineer at the well-known Riedout 
lumber dressing mills where he has introduced many valua- 
ble improvements, and to-day the plant, which consists of a 
sixty-five and a one hundred horse power boiler and a one 
hundred and twenty-five horse power engine, is second to 
none. Mr. Storeris a member of the the order of the Iron 
Hall, and is prominent among our masters of steam. 



Mr. Daniel Sullivan was born in 1842, in Boston, where 
he remained in the city school until about thirteen years 
old, when he entered the chemical works of Henry Thayer 
& Co. By constant application and persistent effort he 
gradually worked up to the position of fireman, and in due 
time was given full charge of the plant, which consists of 
two fifty horse power boilers and a thirty- five horse power 
engine. Mr. Sullivan has amply demonstrated his ability, 
and his success is only a just reward for his labors, which 
have placed him among our prosperous engineers. 



Joseph Foss, Esq., was born in Dixfield, Me., where, 
until sixteen years of age, he prosecuted his studies in the 
public schools, at which time he entered in earnest upon 
work for himself on the farm, remaining there until about 
twenty years old, when he went to Newton and entered a 
large cotton mill, staying there until 1852, when he engaged 
in the service of the Boston and Providence Railroad as 
fireman, continuing two years. On completing his labors 
there he was secured for the large marble works of 
A. Wentworth, and for about the same length of time 
remained in successful charge, resigning in favor of general 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 125 

work in the construction and setting up of engines and steam 
plants, after which, for a short time, he returned to the marble 
works, when he was soon offered his present position at the 
Page box factory, where, for the long period of twenty-nine 
years, he has continued in full charge. The plant consists 
of one one hundred and twenty-five horse power Brown 
engine, and two eighty horse power boilers. Mr. Foss is a 
prominent member of the American Society of Steam 
Engineers, and his plant, in point of efficient management, 
is second to none. 



Mr. William M. Swinerton was born in 1838. in New- 
field, Me., where the public schools afforded him a limited 
education. Going to work at the early age of ten years he 
addressed himself at once to steam, and at seventeen 
secured a position as watchman on a locomotive, where he 
remained one season, after which he was promoted to fire- 
man, and for seven years continued in this capacity, at which 
time he assumed full charge of a locomotive, and for four 
years faithfully performed his duties. On the completion of 
his labors there, he went to Fitchburg, where, for eight years, 
he was in full charge of a large stationary plant, which 
position he resigned in favor of his present one in the well- 
known lumber dressing mill of Leander Greeley, and 
during the last ten years he has inaugurated many 
improvements in the system, which consists of two forty 
horse power boilers, and one eighty horse power engine. 

Mr. Swinerton is an Odd Fellow, and is prominent among 
our engineers. 



Horatio Roberts, Esq., was born in Cape Elizabeth, 
Ale., Nov. 8, 1832, and in that town received a common 



126 THE CITY OF BOSTON. 

school education. At the age of sixteen he started out in 
the world for himself and in Portland learned the trade of a 
blacksmith with Abraham Libby, giving his best labor and 
undivided energy to the interests of his employer. After 
acquiring a full knowledge there he went to the machine 
shop of Benjamin Brown and after a year or so of service 
in that place, came to Boston and secured a position as 
engineer with Corruth & Barker, where for two years he had 
charge of a stationary engine and all kinds of machinery. 
The next seven years, until April, 1861, he was engaged in 
running and repairing low pressure engines and boilers. At 
that time the war broke out and like a true patriot as he 
was, he enlisted in Company H, First Massachusetts Infan- 
try Volunteers as first Sergeant, and for three years contin- 
ued in that capacity. During the war he served in various 
positions, and at the battle of Bull Run, Aug. 29, 1862, his 
left leg was shot off and the bone of the right one fractured, 
but nothing daunted by this terrible misfortune, he con- 
tinued in the service until July, 1866. In November of the 
same year, the position of chief engineer at the Boston 
Custom House was tendered to him, and for the long period 
of twenty years Mr. Roberts has ably and acceptably filled 
the position. The system consists of two forty horse power 
steel boilers, one six horse power steam pump and one 
elevator. 



Mr. Willard M. Carter was born in Northampton, 
Mass., Oct. 7, 1829. After gaining an education he learned 
the trade of a machinist at the shop of the Aldrich Tool 
Company in Lowell, and at seventeen was a journeyman. 
At that time he went to Lawrence and for two years worked 
at his trade, after which he was engaged in New Jersey a 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 127 

short time and from there Went to Manchester, N. H., where 
he worked on the " Washington," the first locomotive built 
in the place. After completing his service there he came 
to Boston, and while at the Hinckley Locomotive Works 
made and attached the first links ever put on a locomotive 
in this country. He was one of the prime movers to agitate 
the ten hour system and bring it into effect. He next went 
with the Putnam Machine Company, of Fitchburg, but soon 
was secured by John Souther to "take a locomotive West. 
After disposing of that he returned to Boston and was in 
various places until the time of Lincoln's inauguration, when 
he went as engineer to the Custom House, where he 
remained three years. In 1863, he again resumed his trade 
with Hittinger & Cook, in Charlestown, after which he was 
engaged in McLaughlin's establishment. He then started a 
machine shop in East Boston with J. A. Maynard, doing 
steamboat repairing, and building engines until some 
time later, when, giving up business for himself, he was 
employed as engineer at Buckman & Raynor's, on Pearl 
Street, whose establishment was destroyed in the great fire. 
At that time he again started in business in the trade of 
engines, located at Xo. 75 Hanover Street, but after a time 
gave it up and was engaged on the Boston, Revere Beach 
and Lynn Railroad, and was the first one to run passen- 
ger cars over the road. On account of poor eyesight he 
was transferred to the ferry-boat of the same company, but 
resigned the latter position to accept that of engineer at 
the J. S. Paine Furniture Factory, where he remained eight 
years. He then assumed his present duties, as engineer in 
the building of Faxon & Elves, at 105 Summer Street. 
Mr. Carter has had a varied experience, which has fitted 
him to occupy the position, and he is recognized as one of 
our prominent engineers. 



128 THE CITY OF BOSTON. 

Mr. F. C. Brown was born in Cape Elizabeth, Me., in 
1845. Inheriting a mechanical genius, he, of course, 
followed the dictates of his inclination, and at the age of 
•sixteen entered the steamship service of the Boston, 
Norfolk and Baltimore line as oiler, and after serving two 
years, was promoted to the position of assistant engineer. 
In that capacity he was engaged five years, during which 
time the Rebellion broke out, and he took charge of the 
steamer "Clarion" bound for North Carolina, from that 
was made chief engineer of the " Charles Houghton," 
plying between Jacksonville and other stations on the 
St. Johns River. He was on various boats during the war, 
among which was General Butler's famous gunboat 
" Saxon." At the close of the strife he entered the 
merchant marine, but after a time was secured for the 
Portland Rolling Mills, where, for over ten years, as chief 
engineer he rendered valuable service. He has been 
connected on various harbor boats, and now holds the 
position of chief engineer of the Western Union Telegraph 
Company's steam plant, at No. 109 State Street. It con- 
sists of one large tubular boiler, two engines, one steam fire 
pump, and thirteen large radiators. 

Mr. Brown has been a licensed engineer twenty-three 
years, and his name stands on the books of the United 
States Local Inspector clear of all charges. He is a faith- 
ful, conscientious and obliging gentleman, ever ready to 
further the interests of his employers, and stands con- 
spicuous in many worthy and prominent undertakings. 



Mr. Martin J. Cooke was born in Souheigan Village, 
N. H., in 1847. His parents removed to Boston when he 
-was very young, and in a short time sickness and death 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 1 2!) 

entered the family, and he was sent to Palmer, where, until 
twelve years of age, he pursued his studies. At the end of that 
time he returned home, and when not at school assisted 
his father. He had naturally a passionate love for the sea, 
and of course was attracted to the wharves, where he 
became acquainted with the boatmen, and at odd hours 
rendered various services to them for a small compensation. 
He soon felt he must try the sea, and at sixteen was 
employed as one of the crew of the yacht "Wm. S. 
Thatcher," running to Rainsford Island, at that time a State 
hospital. After about a year's service, he was promoted to 
the position of fireman on the United States engineer's 
tug " Tourist," and afterward went as deck hand on the 
steam yacht " Grace Irving," under Capt. G. F. Brown, 
who is today considered the pioneer captain of Boston 
excursion steamers. He was then engaged as fireman on 
steamboats doing duty in the harbor, in the way of improve- 
ments and attending on the forts. He then engaged with 
G. W. Townsend, to run a small engine on a boat which 
was to remove obstructions in the harbor, and also to do 
submarine work in different parts of the country, such as 
New Haven, Conn., Albany, N. Y., Long Branch, N. J., and 
in the Chesapeake Bay, and for 'seven or eight years, he 
worked either under water, or blasting rocks and ledges, 
but "tiring of this, again went on the steamboat line, in 
various capacities, until he went before United States 
Inspector, and procured his certificate as engineer. Two 
years ago he secured the position of engineer for H. S. 
Polsey, wholesale confectioner, at No. 78 Merrimac Street, 
and has, during this time, demonstrated his ability by the 
good result of his constant endeavor to improve the system. 



130 THE CITY OF BOSTON. 



Mr. Henry Heyman was born in 1853, in New York 
City, where he attended the public school until he went to 
work for himself at an early age. He was first interested in 
a large furniture factory four years, coming in 1870 to 
Boston, being connected with various steam interests for 
two years, at which time he entered the Boston Fire 
Department as hoseman on No. 3, which position he 
occupied eight years, being then promoted to assistant 
engineman on No. 28, and later was given full charge of 
Engine No. 22. Mr. Heyman is a most genial gentleman, 
and is always interested in all improvements in the service. 
He is one of the best known enginemen in the city. 



Mr. C. W. Rugg was born in Braintree, in 1839, where 
he attended the public schools until he went to work for 
himself at an early age, on the farm, but naturally of an 
ambitious disposition, that proved unsatisfactory, and he 
made arrangements which enabled him to serve his time in 
one of the machine shops of Northfield. In 1859 he came 
to Boston, and about one year later entered the Boston 
Custom House as engineer in chief, where he remained 
some time. During the war he was on one of the well- 
known steamboats as engineer, and was in most of the 
important engagements. On his return North, he was for 
some time engaged in agriculture in Maine, but in a few years 
came back to Boston and accepted the position of engineer 
at the Riverside Press in Cambridge, where he remained 
over six years, resigning in favor of the New York and New 
England Railroad, on the completion of which work he 
came to his present position at the large organ works of 
Mason & Hamlin, where for four years he has continued 
in full charge, making many valuable improvements, and 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 131 

largely augmenting his plant. He is a member of St. Paul's 
Lodge, Cambridge Chapter of Free and Accepted Masons, 
and is prominently connected with Post No. 30 of the 
Grand Army of the Republic. His plant consists of one 
two hundred and fifty horse power Brown engine, and two 
one hundred and fifty horse power boilers. He is a most 
efficient and conscientious engineer, and conducts his system 
with marked ability. 



Mr. Frederick Peterson was born in Sweden, and 
devoted himself to the work about the farm until attaining 
his majority, when he entered a large iron foundry under the 
superintendence of his father, where he remained until he 
accepted the position of foreman in a neighboring establish- 
ment of a like character. In 1873, desiring to look about 
in the world, he came to America and assumed charge of 
the plant in Bennett's lumber dressing mill, where he 
remained five years. About seven years ago he was secured 
for the large planing mills of Manson & Brothers, and 
during this period he has continually improved the service 
of his plant, which to-day stands second to none in the city. 
He has charge of one one hundred and twenty-five horse 
power boiler, and a sixty-five horse power engine. Mr. 
Peterson is among our best engineers. 



Mr. James Mercer was born in 1853, in London, 
England, where he attended the national schools until four- 
teen years old, when he was apprenticed to a well-known 
boiler maker where he served his full time of three years. 
On completing his apprenticeship he became interested in 
an engine, and at once entered upon work which gave him a 



132 THE CITY OF BOSTON. 

thorough knowledge of this machine. When about twenty- 
six years of age he came to America, and on his arrival at 
once entered the repair shops of the Boston and Albany 
Railroad, where, for over six years, he has been in uninter- 
rupted prosperity. His plant consists of a sixty horse 
power Wheelock engine and a sixty horse power boiler. 
Mr. Mercer is a most efficient and progressive engineer, and 
is an honor to his profession. 



Mr. Albert Brooks Fry was born in New York City, 
March 3, 185S. Being the son of Major J. W. G. Fry, 
XJ. S. A., he was educated as a mechanical engineer, in 
preparation for Columbia College, but left New York before 
becoming a graduate of that institution. 

After being employed on the coast, and in several cities 
in New England, he came to Boston in 1880, and entered 
the well-known Globe Nail Works, where he remained until 
1 88 1, when he was offered the position of assistant engineer- 
man on engine No. 26, which he occupied until October, 
1883, when he was elevated to first engineman, remaining 
until May, 1886, when he was removed, and appointed 
engineer in .chief of the plant in the United States Post 
Office and Sub-Treasury Building, at which time the 
Fireman's Journal of New York contained the following 
•editorial : — 

" The appointment of Engineman Alfred B. Fry to the 
chief engineership of the Boston Post Office Building, at a 
salary largely in excess of that he formerly received, is an 
appointment which all will agree was given wholly on its 
merits. He was a skillful engineer, both in theory and 
practice, of years experience in the marine and stationary 
■engine service, as well as nearly five years service with 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 133 

steam fire engines in this department, of which he has 
made a most thorough and complete study, thus placing 
him to the first rank of his profession, as his papers well 
show. These qualifications, together with a collegiate 
education as an engineer, give him a high standing in ability 
to perform his new and responsible duties as chief engineer 
of that large building with its several engines, boilers, hoist- 
ing and electric machinery, all of which are in his complete 
charge, and for which he is held responsible. May success 
reward his merits." 

He holds a United States certificate as marine engineer, 
and while in New York served on the National Guard. 
He was also one of the earliest members of the American 
Rifle Association, and a frequent winner in many matches,, 
and was prominently connected with some of the social 
and athletic clubs, being well known in yachting circles, and 
participating in many races with the yachts, " Fannie " and 
"Josline." He is a member of the Massachusetts Lodge 
of Knights of Honor, a charter member of the Boston 
Machinists Assembly. K. of L.. and of several other military 
and civil organizations. He is one of the most able 
engineers of the city. 

For description of plant, see pages 42-43. 



Mr. F. P. Smith was born in 1849. m County Waterford, 
Ireland. He was connected some years with the steamboat 
line between New York and Aspinwall, and later with the 
Baltimore and Savannah line from this city. About four 
years ago he assumed charge of the plant at the well-known 
Sturtevevant planing mills in East Boston, where he has 
introduced many improvements which have placed the plant 
on a high plane of excellence. It consists of a one hundred 



134 THE CITY OF BOSTON. 

and fifty horse power boiler and a one hundred horse power 
engine. Mr. Smith is thoroughly familiar with both marine 
and stationary engines, and stands among our best engineers. 



Mr. G. E. Weaver was born June 22, 1S34, in 
Belgrade, Me., where his education was obtained, after 
which, wishing a larger field of action, he came to Boston 
and engaged with the Roxbury and Boston Laundry Com- 
pany. After some time he was offered a position by 
Chickering & Sons, pianoforte manufacturers, at which place 
his labors were very successful, but after a few years having 
an offer from the Somerville Dry Clay Brick Manufacturing 
Company, he resigned his former position and accepted 
their proposal, and during his stay with them rendered 
valuable services. For the next few years he had charge of 
the steam systems at various large establishments in the 
State, among which may be mentioned Fox & Bacon of 45 
and 46 Kingston Street, this city, and the tack factory of 
Hobart & Son in South Abington. At this time he had a 
desire to visit the Great West, and accordingly went to 
Sagamore Creek, 111., where he engaged in a saw mill, but 
in 1874 he decided to return to New England, and for 
three years after that was with the Lee Manufacturing 
Company at the Highlands. At that time he resigned in 
favor of a position as engineer offered by J. A. Robertson, 
located on Furnace Street, at which place he remained three 
years. 

In 1880 he was secured by the G. W. and F. Smith Iron 
Company as engineer of their extensive steam plant, and for 
the past six years he has made many improvements, and in 
discharging his duties has abundantly proved his capability, 
and won for himself a prominent position among the engi- 
neers of this city. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 135 

Mr. C. A. Fitzgerald, engineer at the Oliver Ditson 
estate, Washington Street, was born in St. Johns, New 
Brunswick, in 1S54, where he attended school until about 
seventeen years of age, when he came to the States in search 
of employment. He served his time at plumbing and pipe 
fitting with William Wallace & Son in East Boston, where he 
remained six years, after which he learned the trade of a 
blacksmith at which he worked some time. At this junc- 
ture, business in the States being somewhat depressed, he 
returned to St. Johns and for several years w r as prominently 
connected with a well-known steam concern of that place. 
On completing his engagement there he again came to 
Boston and began work on a marine engine for the Glendon 
Company, with whom he was connected some time, on 
shore, in the machine shop, and in general marine work. 
At this time Hotel Glendon on Columbus Avenue was 
nearing completion, and he was detailed to superintend the 
steam fitting, and afterward was given charge of the plant at 
which duty he remained until about three years ago w T hen he 
came to his present position, which he acceptably fills, 
having charge of three boilers and as many elevators, with 
general machinery appertaining to the same. Mr. 
Fitzgerald is well known among our engineers, and has 
earned a desirable reputation. 



Mr. P. H. Hogax was born in West Newbury, Mass., 
March 15, 1859, and was educated in the public school of 
the place. When the time came for him to choose his 
vocation in life, his mind at once turned instinctively to 
steam, and he accordingly began the task of studying its 
principles and mastering its practical workings. In 1883 he 
was fully competent to accept his present position as 



136 THE CITY OF BOSTON. 

engineer in chief at the buildings of the Massachusetts 
Institute of Technology. The plant consists of four hori- 
zontal tubular boilers, one Porter- Allen eighty horse power 
engine which furnishes power for cotton and other 
experimental machinery, and also drives a twelve foot 
blower supplying eighty thousand cubic feet of air per 
minute to the forty rooms in the new building. The air is 
first heated by passing through a coil containing nine 
thousand feet of one inch pipe, and again by passing 
through a supplementary coil at the bottom of each flue. 
He also lias under his care one sixteen horse power Harris- 
Corliss engine which is used mostly for experimental pur- 
poses, one Swain turbine wheel and one five horse power 
Ames oil engine, both of which are used for experiments. 
There are, besides, many other machines and appliances 
which are required for the varied works 'in the building. 
Mr. Hogan is a conscientious man, and is continually study- 
ing to improve his system, and, in the bright future before 
him, will surely reap the reward of his present endeavors. 



Mr. H. C. Brooks was born in Owego, N.Y., in 1882, 
where, until going to work, he attended the district school, 
manifesting a quick and receptive disposition. When 
twelve years old he entered a cotton factory, and for two 
years performed his duties with unusual promptness. He 
next went to Fitchburg, Mass., and being interested in 
mechanics entered the works of the Putnam Machine 
Company, where he served his time. In 1849 he entered 
the service of the Massachusetts Central Railroad as fire- 
man, and in a short time was given an engine which he ran 
until 1852, when he went to South Carolina, where he 
remained fourteen years superintending the construction and 



ITS STEAM INTERESTS AND LEADING ENGINEERS. _ 137 

erection of steam plants throughout the South. At the 
close of the war he came North, and until 1873 was 
interested with his father in moving buildings in Boston, 
after which he went to Chicago where he was engaged in 
steam work about two years. Six years ago his services 
were secured by Preston & Merrill for their well-known 
works on Washington Avenue, South Boston, where he 
has inaugurated many valuable improvements in the system, 
which consists of one sixty-five horse power Harris-Corliss 
engine, and two sixty-five horse power boilers. Mr. Brooks 
is a Democrat and a Mason, and is one of our prominent 
engineers. 



Mr. Lawrence J. Crummie was born in 1858, in 
Ireland, but came to this country when quite young and at 
once entered the public school which he attended until 
reaching the age of ten years, when he began work for him- 
self. After advancing in years he entered the service of the 
Boston and Albany Railroad as fireman, remaining four 
years, after which he entered the Bay State Rolling Mills 
where he was connected about three years. On completing 
his work there he was secured by George Miles to superin- 
tend the plant in his well-known works, and for over four 
years he has continued in successful charge continually 
improving his system. It consists of one forty horse power 
engine and a sixty horse power boiler. Mr. Crummie is a 
Democrat, and is doing good work in the service of steam. 



Mr. S. Powers, was born in 1842, in Newfoundland, 
where he obtained his education, coming to the States when 
quite young. He went to work at an early age, and at 



138 THE CITY OF BOSTON. 

once became interested in steam, being associated for six- 
teen years with the merchant marine as an engineer. About 
three years ago he assumed the duties of engineer in chief 
at Hotel Oxford on Columbus Avenue, and in this time has 
amply demonstrated his ability, having by his untiring efforts 
placed his plant on a high plane of excellence. Mr. 
Powers has charge of three forty horse power boilers, one 
engine, three elevators and a large heating apparatus, and is 
well known among our best engineers. 



Mr. P. Magee was born in 1850, in County Dunn, 
Ireland, where he received his education and served his 
time. He came to America when twenty- one years of age, 
and at once entered the employ of Curtis, Davis & Co., the 
well-known soap manufacturers, where, for the long period of 
fifteen years, he has continued in uninterrupted prosperity. 
He has charge of a large plant, and in point of efficient 
management it holds a high position. Mr. Magee recognizes 
the responsibilities of an engineer, and is ever striving to 
conduct his system on the best known principles, and his 
conscientious and untiring labors have been rewarded by 
the elevated standard which his plant has attained. 



Mr. Joseph M. Greer was born in 1854, in St. Johns, 
N. B.,,and attended school until going to work at twelve 
years of age. He was first apprenticed to a carpenter with 
whom he served five years, after which he came to the 
States. In 1SS1 his services were secured by Stilman 
& Nicoll for their plant on Tremont Street, w T here, during 
the past five years, he has remained faithfully discharging 
his daily duties. The plant there consists of a twenty horse 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 139 

power engine and a twenty-five horse power boiler. Mr. 
Greer is conscientious in his work, and being ever alive to 
the improvement of his plant is always studying to that end, 
and has a bright future before him. 



Mr. James W. Teague was born in 1841, in Portsmouth, 
N. EL, where he attended school, after which he served his 
time in the machine shop of the Concord Railroad, where 
he remained four years. Later he had charge of the steam 
system at the Kearsarge cotton factory, being master 
mechanic eight years. He was next connected with the 
Eastern Railroad in the machine shop for some years, after 
which he came to Boston and entered the employ of the 
Boston and Providence Railroad. On completing his 
engagement there, he was offered the position of master 
mechanic on the Boston, Revere Beach and Lynn Railroad, 
which he ably filled about two years, when he went to the 
Boston, Winthrop and Shore Railroad, and remained about 
the same length of time. At the end of that period he 
assumed charge of the plant of the Bebee estate, later being 
connected with Geo. K. Paul and other well-known manu- 
facturers of steam appliances. At that time he became 
interested in locomotives, and for two years was in the South 
and West in the interests of some of the largest railroads of 
the country. About one year ago he was secured by Ivers 
& Pond for the plant in their frctory, where he has charge of 
a one hundred and twenty-five horse power Brown engine 
and two one hundred and twenty-five horse power boilers. 
Mr. Teague is one of the ablest and most prominent of our 
engineers. 



140 THE CITY OF BOSTON. 

J. H. F. Smith, Esq., was born in 1853, in Eastham, 
Mass., where he was a constant attendant at the district 
school until fifteen years of age when he began work on the 
farm, three years later entering the machine shop of Cook, 
Rymes & Co., in Charlestown, where he served his time, 
remaining five years. He was for several seasons engineer 
at the Isle of Shoals, but about two years ago assumed 
charge of the steam system at the works of the Boston 
Woven Hose Company, one of the largest concerns in their 
line in the world. The plant consists of a three hundred 
and forty horse power Buckeye engine, boilers of three 
hundred horse power capacity, one Thomson-Houston 
Dynamo with a capacity of a hundred and sixty lights, and 
a large Worthington fire pump throwing seven hundred 
gallons of water per minute. Mr. Smith is an Odd Fellow, 
and is one of the prominent engineers of the city. 



Mr. R. H. Wiggin was born in 1848, in Buffalo, N. Y., 
where he went to school until about fourteen years of age, 
when he entered a machine shop and served four years. 
At the end of that period he began firing on one of the 
railroads of that section, and was soon in charge of a loco- 
motive. He has at various times been connected with the 
Lake Shore and Michigan Southern, and the Central' Pacific 
Railroads, and many other large and extensive lines. Some 
time ago he came to his present position at the Vienna 
Brewery for the purpose of constructing the arctic refrigera- 
tor and equipping the plant, which consists of two large 
boilers, two 22 x 26 steam engines, two ammonia compres- 
sion engines, two sets of large Worthington pumps 9 x SJ x 
10 displacing fifty tons of ice every twenty-four hours. 
This ice tank is one of the largest in New England, contain- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 141 

ing some fourteen thousand feet of inch and a quarter pipe. 
Mr. Wiggin is earning an enviable reputation, and today his 
plant is one of the most prominent in the city. 



Geo. H. Bridge, Esq., was born in Boston in 1845, 
where he went to school until about fifteen years of age, 
when he entered the works of a well-known shipsmith with 
whom he served three years. He then entered a machine 
shop for about the same length of time, after which he went 
to the works of Joseph Paul where he remained about a 
year. On completing his labors there he entered the 
Hinckley Locomotive Works as a contractor, and was 
associated with them for a period of five years, after which 
he entered the Boston Fire Department as hoseman, from 
which position he has worked up to that of engineman, 
being at present on engine No. 7. Mr. Bridge has been in 
the department eleven years, and in this time has amply 
demonstrated his ability for the duties which he is called 
upon to perform. 



Mr. John Coleman was born in 1839, in County Cork, 
Ireland, where he remained until about twenty-five years of 
age, when he came to America and interested himself in 
steam at the old and well-known establishment of Allen 
& Endicott, where he has remained twenty-one years, work- 
ing up to the position of engineer in chief of the steam 
system, which consists of a one hundred and twenty-five horse 
power Putnam engine and- two sixty horse power boilers. 
Mr. Coleman has constantly been improving his plant, and 
in the long period of his service in steam has acquired an 
enviable reputation as an able and conscientious engineer. 



142 THE CITY OF BOSTON. ' 

Mr. C. J. Ericson was born in Sweden in 1836, where 
he lived until 1859 when he came to America. He is 
engineer in chief at the works of the Boston Fire Brick 
Company and the Boston Terra Cotta Company, where for 
the long period of nineteen years he has had full charge of 
the plant, in which he has made many valuable improve- 
ments. It consists of a thirty horse power Putnam engine 
and a seventy-five horse power boiler. Mr. Ericson has 
been in the service of steam many years, and today is one 
of the trusted and practical engineers of the city. 



Mr. E. H. Wise was born in Boston in 1836, where the 
public schools afforded him an education. When fourteen 
years of age he entered the Hinckley Locomotive Works 
and served his time, after which he became connected with 
the Central Vermont Railroad, first in the machine shop and 
later on the road as fireman. After two years he returned 
again to the locomotive works, where he remained until 
going on the Boston and Lowell Railroad where he was con- 
nected three years as fireman. On completing his engage- 
ment there, he was secured as chief engineer for the 
Roxbury Chemical Works, which position he occupied about 
two years. This position he resigned in favor of the Boston 
Planing Mill, later being interested for some time in the 
oil business. On resuming his labors in connection with 
steam, he assumed full charge of the plant of Foster & 
Taylor on Broad Street, remaining fourteen years. He was 
next with the Roxbury Carpet Company for two years, and 
then assumed the duties of chief engineer and master 
mechanic at the Aetna Rubber Works, where he remained 
until taking the plant at 28 School Street, which he resigned 
in two years to accept his present position at the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 143 

Hemenway estate, where he has had for some time full 
charge of the plant, which consists of three water elevators 
on the Hinckley system, one steam elevator, one pair 7x8 
engines and two fifty horse power boilers. Mr. Wise is an 
ardent Republican and takes a lively interest in politics. 
He is also a Mason, a member of the Knights of Honor, a 
prominent Odd Fellow, and is one of the best known 
engineers of the city. 



Mr. Owen F. Moore was born in County Dublin, 
Ireland, in 1862, coming to America when quite young. 
When fifteen years of age he addressed himself to the 
serious work of gaining a livelihood, and for some time was 
interested in various things. Having a natural inclination 
toward mechanical work, he availed himself of the first 
opportunity that came in his way to secure a position in this 
line. From that time onward his success became marked 
indeed, and his thorough knowledge of his work soon 
brought him to the notice of Law Bros. & Co. who secured 
his services for their plant, where for over six years he has 
continued in full charge. The plant consists of one fifty 
horse power Chubbuck engine and a sixty horse power 
boiler. Mr. Moore is a painstaking and conscientious 
engineer. 



Mr. John S. Blair was born in Scotland in 1849, going 
to the Provinces when quite young, where he attended 
school until about seventeen when he began work for him- 
self. He served four years at the machinist trade, after 
which he came to Boston, where he has been connected 
with some of the best-known establishments in his line, 



144 THE CITY OF BOSTON. 

among which may be mentioned the Whittier Machine 
Company, with whom he remained some eight years, resign- 
ing in favor of his present position of hydraulic engineer at 
the Hoosac Tunnel Dock. During the last year he has 
made many improvements . in the plant, which consists of 
two large hydraulic pumps and four one hundred and fifty 
horse power boilers. 

Mr. Blair is a Mason, being a member of Adelphia Lodge, 
and is also connected with the Legion of Honor. He is 
well known anions; our best engineers. 



Geo. A. Henry was born in Boston in 1843. When 
about two years of age his father removed to Townsend, 
where he remained some four years, when, on account of the 
death of his mother, he was placed with relatives in Mason 
Village, now Greenville, N. H., where he attended the public 
school, graduating with honor in the academy at New 
Ipswich at the age of seventeen. At that time he left home 
and went to Manchester, where he entered the employ of 
Stanton Bros. On completing his time with them he went 
into the steam department of the Putnam Machine Com- 
pany in Fitchburg, where he remained until the breaking 
out of the war. He enlisted in February, 1864, in Company 
F, 57th Massachusetts Volunteers, and served until the close 
of the Rebellion. On his return he again became con- 
nected with the Putnanf* Machine Company remaining until 
the spring of 1873, when he resigned in favor of a situation 
near Boston, since which time he has held various positions 
requiring care and experience. At the New Orleans Expo- 
sition he represented the Brown Engine Company of 
Fitchburg with one of their largest engines. On his return 
North the position which he now holds as engineer in chief 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 145 

at the works of the American Rubber Company was offered 
him, since which time the plant, which consists of two 
three hundred and fifty horse power Brown engines, and ten 
large boilers, has been under his supervision. To furnish 
the works with heat and power requires about three 
thousand tons of coal per year. Mr. Henry is one of the 
most prominent engineers of the city. 



Mr. Thomas Hawkins was born in 1852, in New York 
City, attending school in Wilmington, Delaware, where his 
people soon located. At seventeen years of age he entered 
the machine shop of Harlan & Hollingsworth, where he 
served five years, at the close of which period he went to 
China as a machinist in the United States navy. He 
remained in China about three years, when he returned to 
America and assumed the duties of assistant engineer on 
the steamship " D. H. Miller," of the Baltimore Line, where 
he remained about a year. After being interested in various 
steam enterprises for some time, he came to the Frost 
estate on South Street, where, for the past two years, he has 
had full charge of a forty-five horse power Atlas engine and 
a sixty horse power Atlas boiler. Mr. Hawkins enjoys an 
enviable reputation among his colleagues, and his plant, in 
point of efficient management, stands high among those of 
the city. 



Mr. Miles M. Haxna was born in Cumberland County, 
N. S., in 1853, where he attended school, coming to 
the States when about seventeen years old. He served his 
time with the well-known G. W. and F. Smith Iron Com- 
pany, after which he became connected with John Lally, 



146 THE CITY OF BOSTON. 



later going West for about two years. On his return East 
he entered the Norway Steel and Iron Works, where, for the 
long period of seven years, he remained in uninterrupted 
prosperity. On completing his labors there he was con- 
nected with John Souther about three years on general work, 
from which he came to his present position at 37 Foundry 
Street, where he has full charge of a seventy-five horse 
power Putnam engine and an eighty horse power boiler. 

In politics Mr. Hanna is a Republican. He is a thorough 
mechanic, has a comprehensive knowledge of steam, and 
today is one of the best engineers of Boston. 



Mr. O. J. Cameron was born in Newport, Vt., where he 
attended school until he entered the Sherburn High School, 
where he remained until about fourteen years of age, when 
he engaged in a machine shop and served his time of three 
years. On finishing this work he went on the railroad and 
followed it in various capacities several years, first as 
fireman on the Grand Trunk Line. Later he went to the 
Morton Mills, after which he became connected with N. C. 
Monson. He was for some time at Groton, Vt., with Barney 
Ferrin, later having the general superintendence of certain 
departments of the construction work on the Grand Trunk 
Railroad. At that time he entered the service of the New 
York and New England Railroad, where he had been but a 
short time when he was secured by White, Pason & Co., for 
their plant on Avon Street, where for seven years he has 
continued in full charge of two Hanaford engines and two 
seventy horse power boilers. Mr. Cameron is a Mason, 
being a Knight Templar and a member of Coeur De Lion 
Commandery. He is among the most prominent engineers 
of Boston. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 147 

Mr. John Geswell was born in Berkshire, England, in 
1840, where he attended the national schools and served his 
time. He was connected with the Reading Locomotive 
Works fifteen years, after which he assumed full charge of 
the plant at Wellington College, remaining five years. In 
1870 he came to America and at once entered the Helger 
Iron Foundry. On completing his engagement there, he 
came to the Cunningham Iron Works, where, for twelve 
years, he has successfully conducted the system, which con- 
sists of a sixty horse power Brown engine, two sixty horse 
power boilers, and a super-heater. Mr. Geswell is a most 
efficient engineer. 



Chas. M. Glidden, Esq., was born in Cavendish, Vt., in 
1825, where, until thirteen years of age, he spent his time 
in acquiring the rudiments of an education, when he was 
apprenticed in the navy yard, where he remained two years, 
after which he followed the sea until 1844, when he entered 
the Mexican war. Some time later he was in California, 
but came to Boston in 1859 and became connected with 
Holmes & Blanchard, where he remained nine years. The 
following five years he was with Carpenter, Woodard & 
Morton. About nine years ago he was secured for the 
plant at the Waverly House, where he has inaugurated 
many improvements. The system consists of one twenty 
horse power engine and two eighty horse power boilers. 
Mr. Glidden has been in the service of steam many years, 
and is one of our leading engineers. 



Mr. J. B. Sweet was born in Hants County, Nova 
Scotia, in 1849, where the schools afforded him his educa- 



148 THE CITY OF BOSTON. 

tion. He served his time in Halifax, remaining two years, 
after which he became interested for some time in various 
steam enterprises. Desiring to see more of the world, he 
entered the merchant marine as fireman, and soon worked 
up to engineer, going to the West Indies, the Gulf of St. 
Lawrence, and many other well-known places. On coming 
to the States he connected himself with the Walpole Emery 
Mills, but after about two years accepted a position with the 
Mystic Rubber Company, going ten years later to the 
Massachusetts States Prison, where he remained over three 
years. About a year ago his valuable services were secured 
by the management of the Boston University to conduct 
their plant in the Claflin Building on Beacon Street, where he 
has charge of two duplex hydraulic pumps, and two sixty 
horse power boilers. Mr. Sweet is a conscientious engineer, 
well known for his efficient management. 



Mr. Mathew A. McCarty, engineer at factory No. 2 of 
the Ivers and Pond Piano Company, has for many years been 
in the service of steam, having been connected with many 
of the most prominent plants in New England. He was for 
several years on the Boston and Lowell Railroad, and has 
been with the well-known Geo. Woods & Co., being in their 
employ over fifteen years. Mr. McCarty is a member of 
the Stationary Engineer's Association, and is well-known 
among his colleagues. 



Mr. W. F. Pousland was born in Salem, in 1848, where 
he attended the public schools until going to work. When 
about twenty years of age he entered the machine shops of 
the Nauemkeag Cotton Company, where for six years he 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 14!) 

remained a valued employe. On coming to Boston he 
became connected with Lewis Osborn, and for five years 
was very successful in his work on both stationary and 
marine engines. On completing his engagement there he 
was offered a position at the Simpson Dry Dock, later being 
interested in various steam work, when, in 1872, he 
assumed full charge of the system at the world-renowned 
pork packing establishment of John P. Squire & Co. The 
plant consists of an eighty horse power Brown and a sixty 
and a thirty horse power Kendall & Roberts engine, boilers 
of about seven hundred horse power capacity, and a large 
Worthington pump. 

Mr. Pousland is a Republican in politics, and is one of 
the most prominent engineers in the city. 



Mr. Richard S. Simonds was born in Winchendon in 
1829, where he attended school, later graduating in Chelms- 
ford at the Academy. When seventeen years of age he 
entered the wooden ware works of his father at Ashby 
and remained until 1868, when he established a factory in 
Portland, Me., and later one in Lynn. In 1873 he began 
to devote his whole attention to the machine business, and 
for about three years was in the West in the furtherance of 
his interests in this line, and while there set up quite a 
number of well-known plants. About twelve years ago he 
was secured for the system in the Federal Block on Milk 
and Federal Streets, where he has a fifty horse power 
Whittier engine and two fifty horse power boilers. 

Mr. Simonds is an Odd Fellow, and has conducted his 
plant with marked efficiency, and to-day it stands second 
to none in the city. 



150 THE CITY OF BOSTON. 

Jacob Adler, Esq., was born in Germany in 1840, and 
came to this country when about eighteen years of age. He 
served his time in the old country, and on his arrival in 
America at once entered a large manufacturing establish- 
ment in New York, where his ability soon placed him in the 
foremost rank of the older engineers of the city. In 1870 
he came to Boston and connected himself with the Eagle 
Sugar Refinery, remaining four years. He has occupied his 
present position with C. H. North & Co. about six years. 
He has full charge of an eighty horse power Brown engine 
and boilers having a capacity of about five hundred horse 
power. Mr. Adler is a Mason, and has acquired an enviable 
reputation by his able management of the system under his 
control. 



Clark B. Wood, Esq., was born in Williston, Vt., in 
1849. He first began the serious work of life by firing in a 
Saw Mill of the old Green Mountain State. This being 
little to his liking, he soon apprenticed himself to a watch 
maker and jeweler, with whom he remained about three 
years. At that time an opportunity presented itself which 
enabled him to become connected with the Singer Sewing 
Machine Company. He remained with this concern seven 
years, after' which he entered the service of the Old Colony 
Railroad in their machine shop, from which he went on the 
road firing a locomotive. On completing his engagements 
there he was offered a position with Miller Bros., in Somer- 
ville, as engineer, and for over three years he remained with 
this well-known house. Some time ago he was secured by 
Dickerman & Co., whose factory is on Green Street, for 
their plant, which consists of engines, boilers, pumps, etc. 
Since he assumed charge of the system it has shown a 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 151 

marked improvement, which demonstrates Mr. Wood's 
efficiency as an engineer. He is prominently known 
throughout New England. 



Mr. Daniel McElney was born in Ireland, in 1844. He 
first became interested in steam when quite young, and after 
serving his time became connected with the steamship line 
whose boats ply between Londonderry and Glasgow. When 
about twenty years old he decided to come to America, and 
on his arrival entered the employ of A. Wentworth, and for 
the long period of twenty- three years he has remained at 
his post of duty with this well-known firm. The plant of 
which he has charge is located at 13 Hawkins Street, and 
consists of one sixty horse power engine and a sixty horse 
power boiler. Mr. McElney has been in the service of 
steam many years, and his long connection with one house 
amply demonstrates the satisfaction which he has given. 



W. H. Whippen, Esq., was born in Boston in 1854, 
where he attended school until about fifteen years of age, 
when he entered the service of steam on the Eastern Rail- 
road, first as fireman and later as engineer. He remained 
on that road over twelve years, during which time he was 
connected with the stationary work in the shops as well as 
in running on the line. On completing his work there he 
was secured by Bagnall, Loud & Co., with whom he remained 
about a year, when he assumed charge of the plant of the 
well-known Geo. McQuestion & Co. About three years 
ago he came to his present position of engineer in chief at 
the Blodgett estate, located at 256 Purchase Street, where 
he has brought about many valuable improvements in the 



15*2 THE CITY OF BOSTON. 

system, which consists of a one hundred horse power Putnam 
engine and a fifty and a seventy-five horse power boiler. 
This plant furnishes the heat and power for this large estate, 
containing thirty- four elevators and three machine shops. 
Mr. Whippen is one of our most prominent engineers, and 
in point of efficient management this plant is second to none 
in the city. 



Mr. J. S. French was born in Chesterville, Me., 1826, 
where the public school afforded him his education. When 
quite young he began work on the farm which he followed 
five years. At the end of that period he entered a machine 
shop and served his time, after which he was connected in 
Lowell, Lawrence, and in New York City. He was at the" 
Standard Sugar Refinery in South Boston some time, and 
has occupied the position of chief engineer at the Revere 
Sugar Refinery for the past seven years. The plant there 
consists of five large engines and eleven boilers. Mr. French 
has had many years of experience in steam, and is in the 
foremost rank of the engineers of our city. 



Mr. G. A. Kempton was born in Uxbridge, Mass., in 
1845, where he attended school until the breaking out of 
the Rebellion, when, with heart- fired with zeal, he entered 
the service in the 1st Rhode Island Regiment, being com- 
missioned as Captain of Company B. He was in the service 
three years, nine months and ten days, doing gallant work 
in many engagements. In 1867 he first became interested 
in steam on the New York, New Haven and Hartford, now 
the New York and New England Railroad, remaining four- 
teen years, working up from fireman to engineer. At the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 153 

end of that period he became interested in the West and 
was about two years on the Galveston, Harrisburg and 
San Antonia Railroad in Texas. Some time ago his services 
were secured by the management of the Williams Estate, 
No. 30 Kilby Street, for the superintendence of their plant, 
which consists of two thirty horse power boilers and a forty- 
horse power engine. 

Mr. Kempton is a Mason, an Odd Fellow, and a member 
of A. G. Warner Post No. 54, Grand Army of the Republic, 
of Putnam, Conn. He is a most able engineer, and is an 
honor to his position. 



S. S. Smith, Esq., was born in Portland, Me., in 1821, 
where he went to school until eleven years old, when he was 
apprenticed to a baker with whom he served his time of 
three years. This, somehow, did not meet his desires, and 
circumstances arose which called him from the bake-shop 
to the farm, and the next five years of his life were devoted 
to the various duties of a farmer. At the end of that period 
he entered the service of the merchant marine, and for ten 
years followed the sea, being six years of the time in the 
United States Navy. When his duties in this line were 
completed, his attention was called to steam and kindred 
subjects, and he soon became connected with a large cotton 
mill in Pawtucket, R. I., afterward going to the New 
England Homoeopathic Hospital as janitor, remaining about 
a year. From there he entered the machine shops of the 
New York and New England Railroad, later being with the 
Woonsocket Machine Company for five years. He came to 
his present position with C. Blake & Co. about six months 
ago, and in this time has made many improvements in his 
plant, which consists of a fifty horse power engine and a 



154 THE CITY OF BOSTON. 

sixty horse power boiler. Mr. Smith is a thorough 
mechanic, and in his various charges has amply demon- 
strated his ability as an engineer. 



Mr. John Moran was born in Boston in 1861. His 
people soon after removed to Providence, R. I., where he 
attended the city school. When sixteen years old he 
became interested in the dry goods business travelling on 
the road, in which he remained until about three years ago 
when he entered the works of the Star Brass Manufacturing 
Company. He served his time in the shop, but evinced 
such an aptitude for steam that he was given charge of the 
small engine which at that time was in the building. Since 
then his success has been marked. He is continually study- 
ing the best works on the steam engine and kindred subjects. 
The plant under his able direction has steadily improved, 
having been augmented to a twenty-five horse power engine 
and a boiler of the same capacity. Mr. Moran has a bright 
future before him. 



Mr. John DeWitt was born in Ware, N. H., in 1843, 
where he graduated at the Village High School. On com- 
pleting his education he entered a store and served three 
years. Early in the war he went to the armory at Spring- 
field, where for three years he worked in various depart- 
ments, and while there, in repairing engines, he first acquired 
an interest in steam. When these labors were completed he 
entered the engine works of Woodruff and Brucli, in 
Hartford, Conn., after which he went to North Carolina as 
chief engineer for the North Carolina Lumber Company of 
Boston. He was there two years, when he returned North 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 15") 

and became connected with a builder of engines. He next 
went to Fitchburg and entered the works of the Putnam 
Machine Company, where he remained seven years. At the 
end of this period he came to Boston and took charge of 
the plant at Hotel Vendome, but resigned in about a year in 
favor of his present position as engineer in charge of the 
J. M. Sears Estate at Arch Street, where, for the past twelve 
years, he has so ably been connected. The plant, which is 
one of the largest in Boston, consists of one seventy-five 
horse power Brown engine, three sectional boilers, one eighty 
inch tubular boiler of one hundred and twenty horse power 
capacity, and a Sturtevant blower. 

This plant furnishes heat and power for nine large printing 
establishments, among which may be mentioned B. Wilkins 
& Co., Rockwell & Churchill, Stanley & Usher, Blair & 
Hallett, James Adams and J. H. Hamilton, two paper ruling 
firms, four book-binders and forty-five merchantile firms, 
not including offices. Taken all in all it covers a large 
territory, bounded by Milk, Devonshire, Franklin and Arch 
Streets, including both sides of the latter, and touching one 
side of Hawley Street. Mr. DeWitt has had a large prac- 
tical experience in the service of steam, and today stands 
prominent in the foremost rank of our ablest engineers. 



Henry Bolton, Esq., was born in England in 1841. 
On finishing his studies in the national schools he served his 
time in a large engine establishment where he remained 
some time. Soon after reaching his majority he came to 
America, at once entering a Woolen Mill in Conway, Mass. 
When his labors there were concluded, he assumed charge 
in a large file manufacturing establishment, and after five 
years' service went to the Bridgeport Brass Company in 



156 THE CITY OF BOSTON. 

Connecticut, where he was connected a little over a year,, 
returning at that time to the file works. He next went to 
Croton, N. Y., where he was interested as a mill-wright. 
Sixteen years ago his valuable services were secured for the 
Cambridge Rolling Mills, where he has improved and aug- 
mented the plant to about three hundred and fifty horse 
power. Mr. Bolton is a prominent Odd Fellow, and stands 
conspicuous among our engineers. 



Mr. C. H. Mayo was born in Steep Falls, Me., in 1854,. 
where he attended school. When nineteen years of age he 
entered a large cooperage, where he served three years. He 
then came to Massachusetts, where he has been, connected 
with some of our largest manufactories, being located about 
four years at one time in Cambridgeport. Seven years ago 
he came to the steam barrel factory of Goeppers Bros. & 
Co., where he has instituted many valuable improvements.. 
The plant here consists of one forty-five horse power Porter- 
Allen engine and a fifty horse power boiler. Mr. Mayo is a 
Mason, and in the service of steam has amply demonstrated 
his ability. 



Mr. Benj. King was born in Merrimac, N. H., in 1833.. 
The district school afforded him what education he acquired 
until he was placed at work on the farm, which occupation 
he followed with varying success until about thirty-eight 
years of age, when he entered the service of steam. He 
has made a thorough study of this subject in all its magni- 
tude, and his experience among some of the largest plants 
of New England peculiarly fitted him for his responsible 
position at the works of the New England Glass Company,. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 157 

where for eight years he has continued with marked success. 
The plant there consists of a forty horse power Corliss engine 
and two sixty horse power boilers. Mr. King is most 
successful in his work, and his name will ever be prominent 
among our engineers. 



L. H. Newhall, Esq., was born in Maiden in 1838, 
where he attended school until sixteen years old, when he 
began work in the machine shop of his uncle, Otis Tufts, 
with whom he served three years. On the completion of 
his time there, he went to the Boston Rubber Shoe Com- 
pany, remaining ten years, after which he was for two years 
at the well-known works of G. T. McLaughlin &: Co. as fire- 
man, later being for about the same length of time, in the 
construction department ; after that he was with B. F. 
Sturtevant, and some time later was interested in the manu- 
facture of sewing machines. He has also been connected 
with the Red Mills Rubber Company, the Nonatum Mills, 
and the Tewksbury Automatic Elevator Works. About a 
year ago he assumed his present duties at the factory of the 
Wait and Watts Furniture Company, since which time he 
has made various improvements in the plant, which consists 
of a two hundred and fifty horse power Harris-Corliss 
engine, three eighty horse power boilers and two large 
Worthington Pumps. Mr. Newhall is an able and progres- 



R. P. Martin, Esq., was born in Eastport, Me., in 1832. 
When ten years old he was taken from school and placed 
out on a farm for seven years. At the end of this period 
he entered a machine shop where he evinced more than 



158 THE CITY OF BOSTON. 

ordinary interest in his work. He was with some of the 
best-known establishments of New England until the great 
Boston fire, when he came to this city and assumed charge 
of the plant of Macullar & Parker. Seven years ago he 
came to his present position at Thorndike & Pitman's on 
Summer Street, where he has charge of two Whittier engines 
and four forty horse power boilers. Mr. Martin^ has 
improved his system to a large degree, and today it stands 
equal to any in the city in point of efficient management. 
He is a member of John A. Andrew Post 15, of Boston, 
Grand Army of the Republic, and- is among the prominent 
engineers of the city. 



Mr. Otis Gates was bom in Dorchester in 1839, where 
he attended the public schools until seventeen years of age 
when he began work on the Old Colony Railroad. He 
remained with this company eleven years, rising from fire- 
man to engineer. On completing his labors there he 
assumed charge of a large plant, remaining about a year, 
after which he entered the Navy where he was connected- as 
fireman about the same length of time. He was next with 
the well-known firm of Hawes & Hersey, later being con- 
nected with Patrick Donohoe, where for three years he was 
a valued employe. At this time the position of engineer in 
the machine shops of the Old Colony Railroad was offered 
him. He remained there three years and then became con- 
nected with the Walworth Manufacturing Company, where 
for nine years he rendered most accepted service. At the 
end of that period he assumed charge of the Cathedral 
Building, corner of Devonshire and Franklin Streets, where 
he inaugurated many valuable improvements. Four years 
ago his services were secured by Walter Baker & Co. for 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 159 

the plant in their factory number 2, known as the old Webb 
mill. The system here consists of one Putnam one hundred 
horse power engine and three fifty horse power boilers. 
Mr. Gates is a prominent Odd Fellow, and his years of 
experience attest his ability in his chosen calling. 



Mr. John Donelan was born in Boston in 1845, where 
he attended the city schools until about fifteen years of age, 
when he entered the service of the Union, enlisting in Com- 
pany G, Twenty-fifth Massachusetts Volunteers. He was in 
the senice four years, after which he served his time with 
his father for about the same number of years. At this time 
he entered a large steam fitting establishment, after three 
years assuming charge of the plant at the Codman estate. 
On finishing his work there he was interested for some time 
in various steam enterprises, until about two years ago when 
he came to his present position at Spitz Bros. & Mork, where 
he has met with good success in conducting his plant, which 
consists of a fifteen horse power Whittier engine and a forty 
horse power boiler. Mr. Donelan is a member of Post No. 
37, Grand Army of the Republic, and has done good work 
in the senice of steam. He is an able and studious 
engineer. 



Mr. C. J. Wolff was born in New York City in 1853, 
but came to Boston when quite young and attended the 
public schools. When ten years old he began to think of 
earning some money for himself, and soon secured an 
opportunity to. do so shoveling sugar in the Union Sugar 
Refinery of Charlestown, where his father was engineer. 
When old enough he assumed the duties of third assist- 



160 THE CITY OF BOSTON. 

ant to his father, and in a short time was advanced to the 
second position. On completing his engagement there he 
became connected with the Eastern Railroad where he 
remained four years, later going to the Winthrop and Point 
Shirley Railroad. His father, at this time, was in the East 
Boston Sugar Refinery, and Mr. Wolff resigned his position on 
the Railroad to assist him in his duties, where he remained 
some time, resigning at last in favor of the Mason Building. 
About a year ago he assumed his present position at the 
Geo. H. Homan's Estate, occupied by Springer Bros. & 
Co., on Essex Street, were he has charge of a fifty horse 
power boiler and two large Worthington Hydraulic pumps. 
Mr. Wolff is a progressive, industrious engineer, and has 
gained a reputation which is only a just reward for his 
labors. 



Mr. Lucius P. Barnes was born in Montpelier, Vt., in 
1838. He attended school in his native town until about 
fourteen years old, when he entered the Hinckley Locomo- 
tive W T orks, remaining until 1857, after which he was con- 
nected about a year with Ladd & Webster on Lincoln 
Street. He then went to Lewiston, Me., in the service of 
the Franklin Water Power Company, where he remained 
some time. He then went to Northfield, Vt., with the 
Vermont Central Railroad, and remained until the breaking 
out of the war, when he enlisted in the First Vermont 
Infantry. He was with this regiment three months, or until 
it went out of service, and then enlisted in the 1 7th Regi- 
ment of Massachusett Volunteers, serving until 1863. On 
his return from the war he entered the Atlantic Works in 
East Boston, where he labored on one of the gunboats 
which was in process of construction for the government. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 161 

In 1864 his services were secured by Donald McKay, where 
he assumed charge of the construction of two monitors for 
the service. On the completion of these boats he went to 
Bordentown, X. J., where for two years he was interested in 
the Camden and Ambury Railroad, later assuming the 
duties of assistant foreman of the New York Central Rail- 
road, at Albany. At the end of this period he was secured 
for the same position in the construction of the Hoosac 
Tunnel, where he remained four years. On the completion 
of this work he entered the service of the Old Colony 
Railroad at the repair shops in South Boston in the same 
capacity. In 1875 ne went to the Geo. F. Blake Pump 
Works, and for three years had charge of the erection 
department. At that time opportunity presented itself that 
enabled him to go to Florida, where he was for some time 
foreman and master mechanic of an extensive Railroad then 
in process of construction. On his return to Boston he 
assumed the duties of chief engineer of the Sears Estate on 
Arch Street, where he remained three years, resigning in 
favor of the Hoosac Tunnel Dock where he was ably con- 
nected some time. Mr. Barnes is at present prominently 
connected with the American Society of Steam Engineers, 
occupying a position for which he is eminently fitted by his 
years ol experience in the management of steam. 



Mr. W. A. \V atkins was born in England in 1863. He 
came to this country when about eight years of age and 
entered the public school, where he proved an apt and 
diligent pupil. In 1877 he became connected with a book 
binder and served two years. At that time becoming inter- 
ested in steam he secured a position with J. W. Damrell, 
later going to the Woman's Prison as fireman. He has also 



162 



THE CITY OF BOSTON. 



been connected with Youngs Hotel and the Whittier 
Machine Works in the same capacity, and was two years 
with John P. Squire & Co. About a year and a half ago he 
obtained his present position at E. T. Cowdrey's where he 
has charge of a twenty horse power engine and two fifty 
horse power boilers. Mr. Watkins is doing a good work 
and deserves great commendation for his conscientious 
labors. 




"t*J&c 



Mr. Chas. E. Jacks was born in Portland, Me., in 
1846, where he received a public school education, later 
graduating with honor at the Westbrook Seminary. At the 
age of sixteen he entered a machine shop and served three 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 163 

years. At that time the country was calling on her patriotic 
sons to protect her unity, and with a heart fired with zeal 
and bravery, he enlisted in the First Regiment of the Dis- 
trict of Columbia as a non-commissioned staff officer, later 
being transferred to the First Regiment of Maine as Sergeant 
in Co. A, and was in most of the important engagements of 
the war. At the close of the Rebellion he went as assistant 
engineer to the Portland Rolling Mills, where he remained 
eight years, when he accepted a position offered him to run 
a flouring mill in Illinois, after which he was connected with 
a large steam work in Chicago. Desiring to return East, he 
engaged in a steam enterprise in South Boston, but was 
soon called to Haverhill, where he remained two years. 
The Newton Mills Company then secured him as engineer 
in chief of their extensive plant and for four years he ably 
discharged that duty. At the end of that time he went to 
superintend the steam system of the United States Cotton 
Company at Central Falls, R. I., when after two years, the 
works being shut down for repairs, he visited this city, but 
while here being induced by the Boston Steam and Power 
Company to assume charge of their plant, he resigned his 
former position and accepted their offer. Mr. Jacks is an 
emphatically pronounced Mugwump in politics, is a member 
of the Ancient Landmark Lodge, No. 14, of Free and 
Accepted Masons of Portland, is prominently connected 
with the Grand Army of the Republic in Dahlgren Post, No. 
2, of South Boston, and is one of the directors and exami- 
ner in chief of the American Society of Steam Engineers. 
The system under his supervision consists of one sixty horse 
power Brown Engine, one pair of forty horse power Fitch- 
burg Engines, one sixty horse power steel boiler, two eighty 
horse power sectional boilers and three Knowles and two 
Blake pumps. This plant furnishes the power and heat for 



164 THE CITY OF BOSTON. 

the buildings in the square bounded by Summer, Kingston, 
Bedford and Chauncy Streets. Mr. Jacks has rendered 
most valuable service and untiring effort in conducting his 
plant, and his rank among the most prominent engineers of 
Boston has been truly and deservedly acquired. 



Thomas P. Lockner, Esq., was born in the old town of 
Dorchester in 1849. He attended school until fifteen years 
of age, when he entered a grocery store where he remained 
some time. Naturally of a mechanical turn of mind, the 
business did not seem to have for him the fascination that 
he at first anticipated. He accordingly made arrangements 
with a well-known machinist, and entered his shop serving 
his time of three years. At that time he became interested 
in the morocco business, and for fifteen years, in one way 
and another, has been connected in this line. Some time 
ago he assumed the duties as foreman and engineer at the 
works of McKendry & Bird. The system there consists of 
a thirty horse power engine and a fifty horse power boiler. 

Mr. Lockney is a Republican, and as an engineer is well 
known among his associates. 



Mr. A. G. Perkins was born in Lancaster, N. H., in 
1838. On completing his education, he entered the service 
of the Boston and Providence Railroad as a fireman. He 
was connected with this well-known line thirteen years, 
working up to the position of an engineer. On finishing his 
work there he came to the world-renowned chocolate manu- 
factory of Walter Baker & Co., where for the long period of 
fifteen years he has ably been connected. He has made 
many valuable improvements in his plant, which has been 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 165 

augmented to a two hundred horse power Putnam engine 
and six fifty horse power boilers. He is continually study- 
ing the best works on steam and kindred subjects, and his 
plant has acquired an elevated position. 

He is a Republican, a Mason, and a prominent Odd 
Fellow, and as an engineer is most efficient. 



Mr. C. G. Hudson was born in Hingham in 1832, where 
he attended school. He served his time at the Atlantic 
Works, where he remained six years, being the first appren- 
tice who completed his time at this well-known establish- 
ment. On finishing his work there he entered the Navy 
yard, and for about the same number of years was interested 
in repairing steam engines. For some time following he^ was 
interested in various enterprises, until about a year ago, 
when he accepted his present position as engineer and 
machinist at the Lithographic Works of J. H. Bufford's 
Sons. He has charge of a thirty horse power Armington & 
Sims engine and a fifty horse power boiler. 

Mr. Hudson is a Republican, a Mason, and one of our 
prominent engineers. 



Mr. F. A. Mansfield was born in Dorchester in 1848. 
He went to school until about eleven years of age when he 
began work on the farm. He remained at this vocation 
seven years and then went to sea, returning two years later, 
he enlisted in Company H, Sixty-first Regiment of Massa- 
chusetts Volunteers. He was in the military nine months, 
later entering the civil service, remaining three years. At 
the end of that period he became interested in steam, and 
finally entered the works of McNeil Bros., the well-known 



166 THE CITY OF BOSTON. 

builders, where for twelve years he has been in successful 
charge. The plant there consists of a sixty horse power 
engine and a boiler of the same capacity. Mr. Mansfield 
is connected with Post 68 of the Grand Army of the 
Republic, and as an engineer occupies an enviable position. 



Mr. Thomas Nichols was born in England in 1848, 
attending the National schools until about thirteen years old, 
when he was placed with his uncle in the South Wales Iron 
Works. He there had unusual opportunities for acquiring 
practical information and definite knowledge of the work- 
ings of steam. He remained there until 1871, rising to the 
position of engineer in chief of a five hundred horse power 
plant. On coming to America, he was for some time inter- 
ested in various steam enterprises, and was for eight years 
connected with the city. Some time ago he assumed charge 
of the plant at the Eddy refrigerator factory, where he has 
charge of a twenty-five horse power Allen & Endicott engine 
and a fifty horse power boiler. 

Mr. Nichols is an Odd Fellow, and is prominently known 
amons; our engineers. 



Mr. Alfred Tutton was born in England in 1845. He 
attended the National schools and served his time in his 
native place, later being connected with some of the largest 
establishments in the kingdom. On coming to America he 
was located with several well-known concerns until five years 
ago, when he assumed charge of the plant at the establish- 
ment of Vincent, Hathaway & Co. The system consists of 
engine, boilers, pumps, etc., and is located on Broad Street. 
Mr. Tutton is connected with the Sons of St. George, and 
as an engineer is well and favorably known. 



ASSOCIATIONS. 



Realizing the importance of frequent intercourse and the 
necessity for a closer relationship in their work, the engi- 
neers of Boston early conceived the idea of organizing 
societies for the co-mingling of those who desired to avail 
themselves of the advantages derived from the exchange of 
thought, and the discussion of matters of mutual interest. 
The pioneer in the organization of this work may be said to 
have been Mr. Geo. A. Grover, who, in 187 1, agitated the 
movement among the engineers of the city. He succeeded 
in drawing about him a few of his fellow laborers, and they 
organized the first society of its kind under the name of the 
'• Massachusetts Society of Stationary Engineers." They 
soon had a membership of about a hundred and fifty names, 
and in the winter of 1872 presented a petition to the Legis- 
lature of the Commonwealth, praying that some law be 
enacted whereby life and property should be protected, by 
establishing some standard of experience and ability of 
those in charge of the steam interests of the State. 

The petitioners represented about seven million dollars 
worth of property, but after several hearings the matter was 
referred to the next General Court. In 1S73 this Court 
took it up and after a lengthy discussion gave the petitioners 
leave to withdraw. This result, however, did not discourage 
these resolute men, and the following winter found them 



168 THE CITY OF BOSTON. 

again before the authorities, who, after numerous hearings, 
reported " inexpedient to legislate." 

This was indeed discouraging. Mr. Grover had personally 
expended much time and money in the movement, and to 
have his labors thus rewarded was anything but satisfactory. 
Seeing that the time had not arrived for so progressive an 
enterprise, he temporarily let the matter rest and gave his 
attention to the more complete organization of the Associa- 
tion. The little band continued to exist with varying 
success until 1882. In January of that year Mr. Geo. M. 
Barker and Mr. R. F. Gerald came to the assistance of Mr. 
Grover, and the association was thoroughly re-organized and 
measures taken in regard to a National Convention, to be 
held in New York City, for the purpose of organizing a 
" National Society of Stationary Engineers." The date of 
this convention was set for September 26, and Mr. Barker 
was elected a delegate, his colleagues from other parts of 
the country being H. D. Cousins, of Providence, R. I., 
N. W. Williams, of Philadelphia, Penn., J. H. Baker, of 
Wilmington, Del., A. M. Davy, of Detroit, Mich., J. G. 
Beckerleg, of Chicago, 111., and Mr. Watson, editor of the 
" Mechanical Engineer," representing the Flour City Asso- 
ciation, of Rochester, N. Y. The x^ssociation was organized 
and the following officers elected : President H. D. Cousins ; 
Vice President, G. M. Barker; Secretary, A. M. Davy; 
Treasurer, J. G. Beckerleg. When fully established the 
"National Association of Stationary Engineers" began to 
issue charters on the application of ten responsible and 
well-known engineers, and the first year chartered about 
forty subordinate Lodges having a membership of over 
nineteen hundred. 

The second convention was held in Chicago on the first 
Tuesday in September, 1S83, the following officers being 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 169 

elected: President, J. G. Beckerleg; Vice President, R. J. 
Kilpatrick ; Secretary, A. M. Davy ; Treasurer, G. M. 
Barker. I Hiring this year seventeen Lodges were organized 
augmenting the membership to nearly three thousand names. 

The third convention was held at Baltimore, Md., J. G. 
Beckerleg being elected President ; R. J. Kilpatrick, Vice 
President ; G. G. Minor, Secretary, and J. M. Barker, 
Treasurer. 

On the first Tuesday of September, 1S85, the fourth 
convention was held in St. Louis, Mo. The following 
officers were elected: President, R. J. Kilpatrick; Vice 
President, X. W. Williams ; Secretary, G. G. Minor, and 
Treasurer, J. M. Barker. The fifth convention is to be held 
in Boston, September 7, 1886, and its delegates will 
undoubtedly represent a total membership of nearly six 
thousand engineers. 

On July 25, 1885, the State Association surrendered its 
old charter to the National Association, the officers at the 
time being Geo. A. Grover, President ; Geo. Weir, Vice 
President ; R. F. Gerald, Secretary; B. H. Mead, Treasurer, 
and R. S. Taber, Door-keeper. The following names con- 
stitute the committee and organization, appointed by 
the Massachusetts Association No. 1, Stationary Engi- 
neers of Boston, to provide for the reception and enter- 
tainment of the delegates to the annual convention of the 
National Association, to be held in Boston during the week 
commencing September 7th : — 

W. P. Clark, Superintendent Crosby Steam Gauge and Valve 
Company ; A F. Upton, Manager Jarvis Engineering Com- 
pany ; Hamilton A. Hill, of Hill, Clark & Co.; L. C. 
Lanphear, of Davidson Steam Pump Company ; B. C. 
Mudge, of Worthington Steam Pump Company; George J. 
Foran, of Deane Steam Pump Company ; S. C. Nightingale, 



170 THE CITY OF BOSTON. 

of Nightingale & Childs; George H. Barrus, M. E., 81 
Milk Street, Boston; J. F. Burkell, of J. E. Burkell cS: Co. ; 
G. A. Grover, 82 Clinton Street, Boston ; R. F. Gerald, with 
Nightingale & Childs ; F. R. Low, with Boston Journal of 
Commerce ; H. M. West, engineer Hollins & Co. j W. A. 
Matheson, engineer Homoeopathic Hospital ; John Post, Jr., 
of John Post & Co.; H. M. Swetland, of American Rail- 
way Publishing Company; H. K. Moore, of American 
Steam Gauge Company, and W. S. Fiske of Knowles and 
Blake Steam Pump Companies. 

Organization : R. F. Gerald, Chairman ; H. M. West, 
Treasurer ; F. R. Low, Secretary. 

Sub- Committees : Committee of General Arrangements, 
G. A. Grover, R. F. Gerald, F. R. Low ; Committee on 
Finance, W. P. Clark, A. F. Upton, W. S. Fiske, John Post, 
Jr. ; Committee on Hotels, L. C. Lanphear, G. A. Grover, 
H. K. Moore, F. R. Low: Committee on Printing, R. F. 
Gerald, W. A. Matheson, S. C. Nightingale, G. A. Foran ; 
Committee to Procure Accommodations from City Govern- 
ment, A. F. Upton, F. R. Low, E. H Gowing ; Committee 
to Arrange Excursion to Lawrence, Hamilton A. Hill. 

The following is the Constitution of the Associat'on : — 

PREAMBLE. 

This Association shall at no time be used for the further- 
ance of strikes, or in any way interfering between its 
members and their employers in regard to wages ; recogniz- 
ing the identity of interests between employer and employe ; 
not countenancing any project or enterprise that will inter- 
fere with the perfect harmony between them ; neither shall 
it be used for political or religious purposes. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 171 



ARTICLE I. 

This Association shall be known by the name and title ot 
Massachusetts Association of Stationary Engineers, No. 
i, of Boston. 

ARTICLE II. 

The object of this Association shall be the elevation and 
maintenance of the rights of Stationary Engineers, and the 
recognition of all other business matters in which the engi- 
neers in its jurisdiction may be interested or involved : but 
no association shall fix a standard of wages for its members. 

ARTICLE III. 

Section i . This Association shall be composed of Practi- 
cal Stationary Engineers who are citizens of the United 
States, of good moral character, and who have practical 
knowledge of engineering, which shall be determined by an 
examination and not less than one year's experience. 

Sec. 2. This Association cannot be dissolved so long as 
five members object. 

ARTICLE IV. 
Sec. i. This Association shall elect delegates to represent 
it in a general convention of engineers' associations, for the 
settlement of all difficulties, and to have only power, in 
connection with qualified representatives from other asso- 
ciations of like character, to amend, reconstruct, or repeal 
any article of this Constitution. 

ARTICLE V. 

Sec. i. All subordinate associations shall pay with each 
quarterly report, in advance, per capita tax of five cents for 
each member on their books. 



172 THE CITY OF BOSTON. 

ARTICLE VI. 

OFFICERS AND THEIR DUTIES. 

Sec. i. The officers of this Association shall consist of 
President, Vice-President, Treasurer, Financial Secretary, 
Corresponding Secretary, Conductor, Doorkeeper, and three 
Trustees. 

Sec. 2. The election of officers shall be at the last regular 
meeting in June of each year, and they shall be installed at 
the first regular meeting in July. 

Sec. 3. The President shall, on the eve of the installation 
of officers, appoint such standing committees as may be 
provided by the By-Laws ; and of all other committees he 
shall appoint the majority and the Vice-President the 
minority. 

Sec. 4. In the absence of the President, the Vice- 
President shall take the chair, and appoint a Vice-President 
fro tern. Should both be absent, then the Secretary shall 
call the meeting to order, and elect a President pro tem. 

Sec. 5. It shall be the duty of the President to preside 
at all meetings of the Association, preserve order, enforce 
articles of the Constitution and By-Laws, watch faithfully 
over the interests and affairs of the Association. He shall 
be assisted by all the officers. He shall decide all questions 
of order ; he shall have power to call meetings whenever he 
deems it necessary, or is requested by five or more 
members, arid perform such other duties as the Association 
may request. The President may call the Vice-President to 
the chair, when he wishes to discuss any question. 

Sec. 6. It shall be the duty of the Vice-President to aid 
the President in the discharge of his duties. He shall 
preside in his absence, and perform all duties devolving 
upon the President, which the Association may require. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 17o 

Sec. 7. The Recording Secretary shall keep the records 
of all minutes of the Association, and shall have his books 
ready at all times for inspection, as the Association may 
direct by the Trustees. 

Sec. 8. -The Treasurer shall receive from the Financial 
Secretary all moneys collected by him, pay all orders 
directed by the Association to be drawn on him, signed by 
the President and Recording Secretary. He shall keep a 
correct account of all moneys received and paid out by 
him, and have his books open for examination at such times 
as the Association may direct by the Trustees. 

Sec. 9. It shall be the duty of the Financial Secretary to 
keep a true account between the Association and its 
members, receive all initiation fees, dues, fines, and assess- 
ments, and pay the same over to the Treasurer. He shall 
notify all delinquents who may be in arrears for dues, fines, 
and assessments, and have his books open for examination 
at such times as the Association may direct by the Trustees. 

Sec. 10. The Corresponding Secretary shall carry on all 
correspondence, answer all communications, issue all 
summons and notices required, and serve them ; also, read 
all communications before the Association. His official 
letters must bear the seal of the Association. 

Sec 11. The duties of the Conductor will be to intro- 
duce all candidates and render assistance to the President 
when required, take charge of all paraphernalia pertaining 
to the secret work. 

Sec. 12. The Doorkeeper shall have charge of the door. 

Sec 13. The Past- President shall receive and introduce 
all visiting brothers, and install officers in the absence of the 
Deputy. 

Sec. 14. The Trustees shall have a general supervision of 
the property of the Association, and shall make all contracts 



174 THE CITY OF BOSTON. 

for hiring and renting of the hall, collect all moneys for the 
same, paying it over to the Treasurer, taking his receipt 
therefor. They shall also hire a janitor when necessary, at 
a reasonable compensation for his labor. They shall also, 
when deemed necessary in their judgment for the comfort 
and benefit of the Association, recommend, in writing, to 
the Association the purchase or sale of such property as 
they see fit ; said recommendation to be indorsed by the 
full Board of Trustees. They shall at all times act under 
the direction of the Association. 

ARTICLE VII. 

VACANCIES IN OFFICE. 

Sec. i . Should any vacancy occur in any office, by death, 
resignation, or other cause, the Association will proceed to 
elect a successor, to serve the remainder of the unexpired 
term. 

Sec. 2. It shall be the duty of the President to appoint 
local Secretaries in each subordinate association, where no 
mutual aid exists. 

ARTICLE VIII. 

MEMBERSHIP. 

Sec. i. Any person desiring to become a member of 
this Subordinate Association shall make written application 
through any member of the Association, or the Recording 
Secretary ; said application shall be referred to a committee, 
who shall inquire into his moral character and qualifications 
as a Stationary Engineer ; said committee to report at the 
next regular meeting of the Association, when, if the report 
be favorable, a ballot shall be taken ; and, if not more than 
three black balls appear against the candidate, he shall be 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 175 

declared elected. If a candidate is rejected, he cannot be 
balloted for again for the space of six months, and is not 
eligible to membership in any association without the con- 
sent of the association where rejected. At the time of 
proposing a candidate, the proposer shall pay such a sum as 
the By-Laws shall specify. In any case, should the candi- 
date be rejected, the fees shall be returned to the proposer, 
and by him to the person rejected ; and all other associa- 
tions in the vicinity shall be notified of his rejection. 

Sec. 2. Every proposition for membership must be made 
one week before being balloted for, and all associations in 
that city notified ; and, before the ballot is cast, the Presi- 
dent shall request the members to state such knowledge as 
they may have of the candidate's character and qualifica- 
tion, and whether there is any serious objection to his 
becoming a member. 

Sec. 3. Each subordinate body shall be judge of the 
qualifications of its members, subject to the National 
Constitution. 

Sec. 4. All persons desiring to join this Association must 
go before a board composed of members of this Order, and 
be examined as to their qualifications as Stationary Engi- 
neers, before they can be admitted to membership. 

ARTICLE IX. 

HONORARY MEMBERS. 

Sec. 1. Each subordinate association may provide for 
honorary or contributing members, to be elected from 
citizens who desire to aid us in our object, and may allow 
them all the privileges of full members, except voting and 
acting as representatives. 



176 THE CITY OF BOSTON. 

ARTICLE X. 

INITIATION FEE. 

Sec. i. The Initiation Fee to be paid by candidates join- 
ing subordinate associations shall not be less than $3. 

ARTICLE XL 

DUES AND ASSESSMENTS. 

Sec. i. Each subordinate association shall have power to 
regulate its own dues, assessments, and penalties. 

Sec. 2. The Association shall have power to assess its 
members for extraordinary purposes, but not to exceed the 
sum of $5, and shall not levy a fine to exceed $5. 

ARTICLE XII. 

Sec. 1. This Association will not authorize the issue of 
any certificate, badge, or other evidence of membership, 
except a pass or travelling card, which shall never be issued 
for more than three months, and no such card shall be issued 
if the applicant shall be in arrears for dues. In cases where 
necessary, by a majority vote of the Association, the time 
may be extended, not to exceed twelve months, applicant 
in all cases pre-paying his dues for the time said card is in 
force. 

ARTICLE XIII. 

FUNDS. 

Sec. 1. Any subordinate association disbanding shall 
transmit to the Secretary of the National Association all 
moneys, books, papers, seals, and charters ; and, in the 
event of reorganizing the association, it shall be entitled to 
receive back the same by payment of the usual charter fee. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 177 

Sec. 2. No charter shall be granted for the re-organizing 
of a disbanded association, unless the application be signed 
by twelve applicants. 

Sec. 3. Each association shall make an annual statistical 
and financial report in addition to its regular quarterly report 
at the end of each fiscal year, said report to be forwarded 
to the Secretary of the National Association, and shall be 
made out upon blank forms furnished for that purpose. 

Sec. 4. Any subordinate association failing to make an 
annual report of its condition to the National Association 
for each year shall have its charter annulled. 

Sec. 5. Withdrawal cards, properly issued, shall be evi- 
dence of the fitness of any member to join any subordi- 
nate association ; but such cards shall be deposited with an 
association within twelve months from the date of the issue. 

ARTICLE XIV. 

PENALTIES. 

Sec. i . Any member who shall in any way violate any of 
the principles of the Association, or offend against any 
article or section of this Constitution, By-Laws, or Rules of 
Order, shall be fined, expelled, or suspended, as the By- 
Laws or Constitution provide, or the Association may 
determine. 

Sec. 2. Complaints must be made in writing and handed 
to the President, and by him to a special committee. The 
committee shall investigate the complaint, and, if sufficient 
grounds for a charge be found, the committee shall report 
to the Association forthwith, together with the charge ; and, 
if the charge or charges are sustained, the accused will then 
abide by the decision of the Association. 

Sec. 3. Every member of this Association shall hold 
himself in duty bound to recognize every other member's 



178 THE CITY OF BOSTON. 

good standing as a brother, and shall not traduce or slander 
his character or willfully or maliciously injure him in any 
way, on penalty of being suspended or expelled from the 
Association. 

Sec. 4. Intoxication shall be considered a sufficient cause 
for expulsion. If any subordinate association should deem 
it necessary to expel a member for the violation of its Con- 
stitution or By-Laws, he shall remain expelled for all time to 
come, unless the said subordinate association shall be 
granted permission by the Board of Arbitrators to reinstate 
him by stating his cause of expulsion. 

ARTICLE XV. 

Robert's Manual shall decide all questions in the debate 
or proceedings of this body. 

ARTICLE XVI. 

BY-LAWS. 

Sec. i. Each subordinate association may enact such By- 
Laws as may be deemed necessary for its local work, pro- 
vided, however, they are in accordance with National and 
Subordinate Constitution. 

Sec. 2. Each subordinate association may amend or 
repeal any By-Law by a two-thirds vote. But such amend- 
ment must lie over one week before final action can be 
taken thereon. 



Independent Order of Stationary Engineers. — On 
April 26, 1884, this Order was organized with the following 
officers : — 

Chief, S. C. Spaulding; Assistant Chief, E. H. Wilson; 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 179 

Recording Secretary, Edward King ; Finance Secretary, J. 
P. Allen ; Treasurer, D. W. Cook; Marshall, W. J. Ray. 

The following taken from the Constitution and By-Laws 
of this organization will perhaps best illustrate its aim : — 

The necessity for united action in works of charity and 
friendship is demonstrated by the general practice of man- 
kind. In every department of benevolent enterprise the 
agency of organized societies is resorted to for the purpose 
of advancing more rapidly and effectually the welfare of the 
human race. 

Much good may be produced, much evil may be averted, 
in the transitory scenes of human existance, by the asso- 
ciated actions and sympathies of masses of men. What is 
society itself but a community of individuals organized, 
upon certain general principles, for mutual interest and pro- 
tection ? What are the laws and constitution of a country 
but a prescribed rule of conduct for its inhabitants, intended 
to preserve their personal rights, and protect them in the 
enjoyment of the proceeds of their industry and enterprise ? 
Without such an organization there could be no security of 
life, liberty, or property. The weak, the peaceful, and the 
honest would become the prey of the strong, the warlike, 
and the corrupt. There would be no government but that 
of force, no justice but revenge, no law but licentiousness. 
But there are many evils which the laws and usages of 
society do not attempt to alleviate. Therefore we organize 
with a view to promote the best interests of Engineers ; to 
assist the steam users to procure competent, reliable help ; 
to elevate the calling, and assist the unemployed to get 
work. We are, therefore, desirous that all competent engi- 
neers should become members, and unite with us in our 
work. We propose to render material aid in sickness and 
adversity, and, when the "Great Chief" above shall call, 



180 THE CITY OF BOSTON. 

pay the sad tribute of respect due all worthy men and 
brothers. 



American Society of Steam-Engineers. — Illustrative of 
the aims of the organization, we make the following extract 
from an article quite recently published in " Power with 
r which is incorpoi'ated Steam.'''' 

This society was organized March 2 2d, 1881, with the 
following officers : Milton G. Wood, chief engineer, Post 
Office, Boston, President ; John H. Grueby, chief engineer, 
City Hall, Boston, Vice President; John H. Blanchard, 
chief engineer, American House, Boston, Treasurer ; Wm. 
H. Bailey, Boston, Secretary. These gentlemen, with 
Geo. E. Stafford, chief engineer, State House, Boston; 
Wm. V. Warfield, chief engineer, Rogers estate, Boston; 
Wm. E. Burrows, chief engineer, Ashcroft Manufacturing 
Company, Boston ; Chas. E. Jacks, chief engineer, Steam 
and Power Company, Boston, and Albert H. Stone, assisstant 
engineer, Post Office Building, Boston, constitute the board 
of directors. 

The society has opened an office at 186 Washington 
Street, which is being nicely fitted up and is always open to 
its members and others interested in steam appliances. 

The main features of the society are : 

1. It is not a secret society, but is conducted on the 
basis of club-room gatherings with the doors open for the 
admission of competent and intelligent engineers. 

2. The certificates of membership are in three grades. 
To the engineer capable of taking the complete manage- 
ment of a large steam plant, understanding fully the philoso- 
phy and manipulation of steam, the first-class certificate is 
issued. To those whose experience has not carried them so 



ITS STEAM INTERESTS AND LEADING ENGINEERS. LSI 

far in the science of steam engineering, but who are 
thoroughly practical and capable men, the second-class cer- 
tificates are given. And to those entering the profession 
and whose experience entitles them to recognition as 
engineers, while their experience is not such as to warrant 
their taking charge of the management of larger plants, 
the third-class certificates are given. 

These grades are entirely for the benefit of the engineers, 
and those employing them, as they are intended to show the 
employer at once, the grade of ability of the man who 
offers himself as an applicant for the management of his 
steam apparatus. And they form an incentive to study and 
promotion among the engineers, as any one holding the 
second or third-class certificate, can at any time apply for 
a re-examination, and if his qualfication entitles him to 
receive a better grade certificate, it will be at once issued by 
the society. 

Another object of the society is the insurance of its mem- 
bers. Every member of the society is asked to pay one 
dollar to the society at the death of any other member. 
The society in turn pay this money over to the relatives of 
the deceased member, so that it offers a cheap basis of 
moderate insurance. 

The members of the society may join without taking the 
insurance feature, if they so desire, and simply become 
members of the society, holding the graded certificates, and 
be entirely exempt from all assessments. 

The society proposes, as fast as possible, to appoint agents 
and a board of inspectors in all the large places, who will 
represent the organization in their vicinity. 

No annual dues or assessments are required from the sub- 
ordinate organizations to maintain the offices of the society, 
and after a man has once become a member, this certificate 



182 THE CITY OF BOSTON. 

is good as long as he lives, unless it be revoked for immor- 
ality or some other just cause. 

When legislation requires each engineer to hold some sort 
of a certificate before he is entrusted with the lives and 
property of his fellowmen, those already having passed an 
examination of this kind and holding certificates from this 
organization, will have taken the first step towards fulfilling 
the requirements of the law. 

The objects of the society are further set forth by their 
circular from which we note the following points : — 

" A record is kept of the references, testimonials, and 
examiner's report of each member, so that whenever an 
engineer is wanted for any particular position the secretary 
can refer to his books and find one having the exact experi- 
ence and qualifications required, thereby saving employers 
much time and trouble, and enabling engineers to obtain 
just the situations they are most competent to fill. 

" Provision is also made in the by-laws of the society for 
evening lessons in the practical use of the condenser, 
indicator, planimeter, dynamometer, and other scientific 
instruction by which engineers of the second and third class 
may qualify for higher grades, and those of the first class 
may learn what they may be deficient in. It is the intention 
of the directors to introduce other features of interest and 
benefit to members as their numbers and funds will warrant 
them in doing so." 

From the large number of first class engineers that have 
already joined the society and from the letters of commen- 
dation received by the secretary from steam users, the pro- 
moters feel that they have hit upon the right plan to meet 
the wants of both engineers and employers, and that their 
organization will be a permanent institution of great benefit 
to all concerned. 



MANUFACTURERS. 



In the preceding pages we have followed the history of 
steam in a general way to the present time. We have 
become somewhat familiar with the steam plants of the 
city, and have cultivated the acquaintance of our leading 
engineers. Nevertheless, were we to draw our work to a 
close here it would be incomplete indeed. 

While the discoverers of a principle and those who have 
the care of intricate systems are important factors in the 
improved plants of today, their efforts would be in vain to a 
greater or less degree were it not for those who have given 
their attention to the manufacture of the appliances which 
have conduced to the steam interests of the city as they 
are today. As the following reviews of representative 
houses are designed to illustrate the growth and enterprise 
of the manufacture of steam appliances, we trust these pages 
will prove interesting and profitable. 



The Walworth Manufacturing Company, now the 
leading house in the United States in the manufacture and 
construction of steam- heating apparatus, was founded in 
1842 by James J. Walworth, now the president of the com- 
pany, and Joseph Nason, his brother-in-law, and commenced 
business under the firm name of Walworth & Nason at 18 
Devonshire Street, Boston, and 36 Ann Street, New York. 




o 






ITS STEAM INTERESTS AND LEADING ENGINEERS. 185 

Previous to that date Mr. Nason had travelled abroad and 
become familiar with the Perkins hot- water apparatus, then 
in use in England, and at about that time gas-works were 
being introduced into American cities, creating a demand 
for gas-pipe. Steam-heating apparatus with small pipe, as 
now universally used, was unknown. 

The new firm was started for the purpose of selling gas 
and water pipe, gas-fittings and hot-water apparatus. Up to 
this time all wrought-iron pipe was imported from England 
in a few small sizes only, and kept for sale in some hardware 
stores in assorted lengths, a man having to pick out a piece 
of the length he wanted, or else file it off and get a thread 
cut in a lathe. About this time, a demand having arisen 
from construction of gas works, Morris & Tasker began to 
make wrought-iron pipe in a small way at Philadelphia, and 
afterwards at Moymensing, Pa. Fittings were imported 
from England, where they were forged by hand from 
wrought iron. 

About 1844, Mr. Walworth and Mr. Nason began to use 
wrought-iron pipe as . small as one and three-fourths 
inch, for steam-heating apparatus. The art was in embryo : 
there were no dates, precedents or appliances ; but Mr. 
Nason was a good mechanic and a man of great ingenuity 
as well as good judgment, and it is a remarkable fact that 
almost all the expedients used and appliances invented 
by him are substantially in use today, though modified in 
detail ; in this category may be mentioned, among many 
others, the cylindrical horizontal multitubular boiler, the 
globe-float, the float steam trap, and the vertical tube 
radiator. 

Among the earliest buildings fitted with steam-heating 
apparatus were the Eastern Exchange Hotel, the Burlington 
Woolen Mills, Slater's Cotton Mills, the Amoskeag Com- 



186 THE CITY OF BOSTON. 

pany's Mill, and Fletcher & Co's. Cotton Mill (Providence). 

The first public building warmed by steam was the Boston 
Custom House, for which the contract was signed Jan. 8, 
1849. In this building a fan blower, in combination with 
indirect radiation, was first used ; this apparatus remained 
in use until a few years ago when it was superseded by a 
more modern one. The Revere House, Tremont House, 
and Winthrop House were early instances of the application 
of steam to warming and cooking in hotels by Walworth 
& Nason, while some of the hot-water apparatus placed by 
them in private houses remains in use to this day. 

As this firm was the first in the business, it educated a 
large number of men who afterwards became heads of con- 
cerns themselves, or otherwise well known in the business. 
Among these may be mentioned Mr Braman and Mr. 
Perham of Braman & Perham, now Braman, Dow & Co., 
Mr. Kendricken, of Ingalls & Kendricken, Mr. Robert 
Briggs, afterwards superintendent for Morris, Tasker 
& Morris, Mr. Bundy the inventor of the Bundy Radiator, 
J. C. Chapman, the inventor of the Chapman Valve, D. C. 
Stillson, the inventor of the universally used Stillson Wrench, 
and Mr. Franklin of A. B. Franklin & Co. 

In 1853 the old firm was divided, Mr, Nason taking the 
New York branch, now the Nason Manufacturing Company, 
while Mr. J. J. Walworth associated with himself, in Boston, 
his brother Mr. C. C. Walworth (now vice president and 
general manager) under the firm name of J. J. Walworth 
& Co. This firm was reorganized as a Massachusetts 
corporation in 1872. 

Mr. C. C. Walworth has had entire charge of the 
mechanical part of the business, and has contributed to its 
success by a large number of valuable inventions. Among 
these may be named the Walworth Radiator, the Manifold 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 1<S7 

Tee, an improved die-plate, a pipe cutter, an automatic 
sprinkler and many improvements in rapid tapping machin- 
ery. He still retains as general manager, the active super- 
vision of all the branches of a very extended and 
complicated business. 

The place of business of this company remained at 18 
Devonshire Street until 1869, when it was removed to 
1 Bath Street. This building stood on the present location 
of Post Office Square, and Was destroyed with all its con- 
tents in the great Boston fire of 1872. The next place of 
business after a temporary lodgement in Haymarket Square, 
was at 69 Kilby Street, whence the company removed in 
1883 to its present location at 16 Oliver Street. 

The workshop of the company was originally its cellar in 
Devonshire Street. When this place was outgrown quarters 
were obtained in Blake's Court, and soon after in Allen 
&: Endicott's establishment at Cambridgeport. There the 
works grew until they absorbed very nearly the whole 
premises and still were cramped for room. In 1881 a 
desirable piece of property was purchased at City Point 
(the old Crystal Glass Works) consisting of ten acres of 
upland and adjoining marsh. The old buildings were remod- 
eled and new ones built including a foundry four hundred 
and twenty-five feet long, and an entirely new plant of 
motive power, much new and improved machinery being 
put in, giving occupation to some four hundred men and 
adding new life to that part of the city. These w r orks, 
which are said by experts to be the best equipped in this 
country, of their kind, consist of a four-story machine shop, 
a pattern shop, iron foundry, brass foundry, forge shop, 
store houses, radiator shop, stable for twenty-five horses, 
sand and coal sheds, and a fine granite wharf. 

Of course, great changes have been made in the con- 



188 THE CITY OF BOSTON. 

struction of heating apparatus during the existence of this 
house. The earliest apparatus built by them was the 
Perkins hot-water apparatus, made of coils of three-fourths 
inch pipe, and built to stand three hundred pounds pressure 
per square inch ; the thorough manner in which these were 
constructed is attested by the fact that some of them are in 
operation today : one example may be seen in the house of 
Mr. E. C. Milliken, No. 15 Ashburton Place, which was put 
in in 1844, forty- two years ago. The first steam apparatus 
consisted of parallel lines of pipe,- three- fourths inch, secured 
to the walls very much as it is often arranged in mills today ; 
for rooms or offices the pipes were shortened and multiplied 
in number and called "box-coils," and were often concealed 
by ornamental screens and marble slabs, steam being used at 
high pressure. A good example of this apparatus may be 
seen in use at the Bay State House, Worcester, about 
twenty-five years old. This style of apparatus was apt to 
be noisy unless very carefully handled, but this defect has 
been obviated by the use of lower pressure of steam with 
larger pipes, and the invention of radiators as substitutes for 
box-coils. It was also found that the condensed water 
could be made to return to the boiler by gravity, 
instead of being pumped back, by simply making the supply 
pipes large enough to maintain an equilibrium of pressure 
throughout the whole apparatus ; low pressure hot-water 
apparatus has also # been substituted for high pressure 
with the best results and no other apparatus is found to be 
so well adapted to our most luxurious residences. 

The Walworth Manufacturing Company's contract for 
the first apparatus at Custom House amounted to $6,750. 
Since that time they have constructed some; of the largest 
apparatus in the world, the contract for the apparatus at 
Columbus, Ohio, Insane Asylum being over $120,000. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 189 

Among the largest buildings in this country warmed by 
them may be mentioned the State Capitols of Michigan, 
Iowa, and Indiana, the Boston Post Office, and the new 
Pension Office at Washington. The apparatus in the 
National Capitol was constructed by Mr. Nason after his 
separation from the Boston house. Among the famous 
hotels equipped complete by them may be named the 
" Windsor," New York, the "United States," Saratoga, the 
"Brunswick," Boston, and the " Pequot House," New 
London ; while their latest work in this city is the new 
apparatus of the New England Conservator}* of Music. 
Besides steam apparatus, the construction of gasoline gas- 
machines and regulators, has occupied an important depart- 
ment of this company, and a very large . number of their 
machines are in use all over the United States, both in 
seashore hotels and private residences. 

The latest enterprise undertaken by the Walworth 
Manufacturing Company is the construction of automatic 
fire extinguishing apparatus, using an ingenious and effective 
sprinkler invented by Messrs. C. C. Walworth and O. B. 
Hall. Not less than one hundred thousand of these 
" heads " with the accompanying system of water-pipes 
have been placed in mills and factories already, and the 
demand for their use is constantly increasing, and is 
extending to other classes of buildings. 

In addition to the domestic business described above, this 
company is rapidly developing a foreign trade, their tools 
being found so superior as to displace much cheaper ones 
made abroad. They are now sending to England, Germany 
and Denmark malleable gas-fittings, die plates, wrenches, 
cutters, and a general assortment of steam-fitters' tools. 



190 



THE CITY OF BOSTON. 



Probably the oldest concern in its line is the American 
Steam Gauge Company, whose business was established in 
185 1, they being incorporated in 1854. They are, in fact, 
the original Steam Gauge Company and the sole manufac- 
turers of the Bourdon Steam Gauge with Lane's improve- 
ment, Thompson's and Richard's Steam- Engine Indicators, 
Amsler's Polar Planimeter, The Pantograph, Hussey's Speed 
Indicator, Haley's Shut-off Nozzle, American Pop Safety 
Valves ; also, Water Gauges, Gauge Cocks, Whistles, Revo- 
lution Counters, Seth Thomas and Howard Clocks, Pyro- 
meters, Hydrometers, Salinometers, Spring Balances, Mercu- 
rial Siphon Gauges, Low- Water and Alarm Gauges, and all 
kinds of Steamship Instruments. 




LANE'S IMPROVED DOUBLE-SPRING GAUGE. 

They have always endeavored to produce an article that 
would meet all the requirements of their customers at a 
moderate cost. They have ever been painstaking, ready to 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



11)1 



cheerfully give useful information or do anything within the 
bounds of reason that would accommodate those who, in 
buying goods in their line, gave them the preference. It is 
a noteworthy fact that when they discover that any article 
purchased from them does not give entire satisfaction, they 
make haste to rectify it. 




ENGRAVED LOCOMOTIVE GAUGE. 



They are the original manufacturers of Double Bourdon 
Tube Spring Steam Gauges, as their patents will show. The 
patent under which they manufacture these Double-Spring 
Steam Gauges is the well-known " Lane Improvement," 
patent dated Feb. 22, 1859, extended Feb. 22, 1873. 

The Lane Improvement removes all the objectional 
features of the Bourdon Gauge, in preventing vibration of 
the hand, and in preventing freezing up the spring in case of 
exposure. 



192 THE CITY OF BOSTON. 

The rack and pinion are made of hardened steel. The 
brazed tube, wherever used in competition with the 
seamless, has proven its superiority in points of dura- 
bility and accuracy. 

A safety valve is, in every sense of the word, a sure pre- 
ventive against boiler explosions from excessive pressure. 

The inadequacy of the common lever safety valve has 
long since been recognized, and the only positive safety 
valve that can be used must be automatic and positive in 
action. 

The American Pop Safety Valve complies with a'll the 
requirements of a true safety valve, and has been approved 
by the United States Board of Supervising Inspectors, and 
placed in the highest grade of pop safety valves by that 
board. 

The American Pop Safety Valve is the only double- 
headed safety valve being provided with a second or mova- 
ble head on the top of the valve proper. There are two 
series of holes drilled around the outer edge of these heads 
for the purpose of reducing the amount of increased area ; 
the first of the series being around the head of the valve 
proper, and drilled at an angle of ninety degrees with the 
seat of the same ; the second series being around the 
second or movable head, and drilled at an angle of fifty- five 
degrees with the holes in the head of the valve proper. 
Now, the movable head is placed in such a position upon 
the head of the valve proper, that there is a small opening 
between the holes in the head of the valve proper and in the 
corresponding holes in the second or movable head. Now, 
it will be readily seen that the result of this device is simply 
this, — that, when the valve lifts from the seat to blow, the 
passage' of the steam through the holes in the head of the 
valve proper passes into the corresponding holes in the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 193 



second or movable head ; and, as the walls of the holes in 
the movable head are at an angle of fifty-five degrees with 
the holes in the head of the valve proper, the second or 
movable head will be forced around in such a manner that 
the holes in the two heads will be directly in line with each 
other, the result being a decrease of increased area. 




AMERICAN POP SAFETY VALVE. 



194 



THE CITY OF BOSTON. 




THOMPSON'S IMPROVED INDICATOR. 



The office of the Company is located at No. 36 Chardon 
Street, where they have a factory fitted with the most 
approved appliances for the construction of their valuable 
devices. , The officers are J. G. Blaisdell, President ; E. 
Burt. Philips, Treasurer; and H. K. Moore, Superintendent. 
The latter gentleman having been .connected with the Com- 
pany for the long period of thirty-five years, giving his undi- 
vided attention to the constant improvements which have 
continually been introduced. 

The grand result of his labors is amply demonstrated by 
the popularity of the appliances of the American Steam 
Gauge Company among" the engineers of the country. 

Each of the other gentlemen are too well and favorably 
known to require any remarks in their connection. Their 
management has given to the Company an admirable stand- 
ing among the great houses of America. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



195 



The Jarvis Engineering Company. — In these times 
of great improvements when there are so many and 
varied kinds and characters of steam and other appliances, 
it is indeed a great advantage to those about to construct 
large systems, that there is an engineering company which is 
prepared to contract for steam plants, complete for electric 
lighting stations including engine, boiler, furnaces, feed- 
waters, heaters, boiler-feed-pumps, injectors, belting, valves, 




THE ARMINGTON & SIMS ENGINE.-IMPROVED DOUBLE DISK STYLE. 



pipe-work, fire-brick and mason work, etc., delivered and 
erected complete ready for use, together with the services 
of competent men to start and run the same for a limited 
time. Their experience in this class of work, as well as in 
the erection of motive power for manufacturing establish- 
ments, amply demonstrate the fact that they can give satis- 
faction in every particular. 



196 THE CITY OF BOSTON. 

They submit estimates and plans on receipt of the neces- 
sary data, and are always pleased to receive communications 
from parties interested in the subject of electric lighting. 

Making a specialty of equipping electric light stations, they 
have given great attention to the various engines in the 
market, and the result has been to confirm their opinion that 
no engine has met with such success or achieved such gen- 
eral popularity in this field as the Armington & Sims. 

Out of some nineteen hundred engines built or in pro- 
cess of construction, up to the present writing, by far the 
larger portion of them are driving dynamos. 

The advantages of this engine may be briefly stated as 
follows : extreme simplicity ; the entire absence of parts 
requiring frequent adjustment ; great regularity of speed ; 
small cost, especially for the greater powers ; small space 
required for engine and fly wheels ; a compact form, and 
consequent rigidity in moving and stationary parts, unat- 
tainable in engines of long stroke ; the employment of short 
and nearly parallel belts in place of long, converging one^ ; 
the avoidance of intermediate gearing, to produce the speed 
required ; great saving in room, building and foundations. 

It connects by direct belting to the dynamos, doing away 
with all lines of shafting. One wheel can be used for gener- 
ating electric power while the other can be used for electric 
lighting at the same time, or the two driving wheels can be 
used for two systems of electric lighting as arc and incandes- 
cent. 

Particular attention is given to the construction of the 
Armington & Sims Engine ; to its simplicity ; the large 
bearings ; solidity of the bed ; perfection of the workman- 
ship ; the quality of the materials used. 

The Automatic Cut-Off Regulator is original in every 
respect ; it is perfect in its operations. All its parts can be 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 197 

readily reached, and are always in sight. It is attached 
directly to the valve-rod, and varies the point of cut-off as 
the resistance requires, from the commencement to seven - 
tenths of the stroke without changing the lead- — a feature 
peculiar to this regulator. It acts instantaneously, and what- 
ever the change in load or pressure of steam, the speed 
remains constant. The total variation in speed, from an 
extreme light load to the capacity of the engine, will not 
exceed, two per cent. 

The Valve which is an important factor in the economy of 
this engine, is perfectly balanced, and surrounded at all 
times by live steam. By its unique construction it permits 
the full steam pressure to be maintained in the cylinder up 
to the point of cut-off. 

No pains have been spared to make this the leading 
engine as regards economy of fuel, workmanship, simplicity, 
durability and moderate prices. 

They have also interested themselves extensively in boiler 
setting and are the inventors and sole owners of the Jarvis 
Patent Furnace for setting steam boilers, which has proved 
such a valuable invention. 

In spite of its great importance, no part of a steam plant 
is usually given as little care and attention as the boiler fur- 
nace. This is wrong ; for, especially in electric lighting, the 
coal thrown under the boilers must always be one of the 
largest items of expense, and managers of electric lighting 
business cannot afford to overlook the fact that they are 
virtually selling power, and power cheaply produced goes a 
long way towards dividends. Years of constant service 
have shown the Jarvis Furnace to be one of the best means 
in existance of securing the largest returns for the money 
invested in fuel. 

The principal features of the furnace consist in the setting, 



198 THE CITY OF BOSTON. 

whereby air is admitted by small flues in the front and then 
conducted through a number of horizontal expanding ducts, 
through which it passes backward and forward until finally, 
in a heated state, it enters at the bridge wall and sides of the 
furnace in jets through fire-brick plates, uniting with the 
products of combustion and causing consumption of the 
gases. 




The great economy of the Jams furnace over the com- 
mon setting, is that it will burn all kinds of cheap fuel with- 
out the use of a blower ; that is, Anthracite coal screenings 
(with a small mixture of bituminous), bituminous slack coal, 
pea coal, wet hops, wet sawdust, logwood chips, rice chaff, 
bagasse from sugar cane, coke, coke breeze, etc. 



It is well known that perfect combustion of fuel does not 
take place until the gases are fully generated. To get this 
with cheap grades of fuel, requires about forty per cent, of 
moisture, to generate hydrogen, and utilize the gas with 
hot air (oxygen), this giving a hydro-oxygen or compound 
blow-pipe flame. 

The improvements introduced in this furnace consist in a 
peculiar way of setting the brick-work, which is built on 
the principle that what the fire needs in addition to air 
through the grate, is pure hot air discharged on top of the 
fire to mix with the gases generated on the grate. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 199 

As there are now over 3,000 boilers set with this furnace, 
and as it has stood the test of time, being in use in nearly 
ever\- state in the Union, burning all sorts of fuels under all 
sorts of conditions, it is no longer an "experiment," but is 
acknowledged as an unquestioned success. 

Among the many advantages of the Jarvis Patent Furnace 
as applied to boilers are : increased steam capacity ; large 
reduction or prevention of smoke : durability of boilers ; 
saving of fuel, using ordinary grates ; reduction of fuel bills 
by the use of the cheaper grades of fuel, such as slack, coal 
dust, etc. This last item is most important in dollars and 
cents, as it has been shown repeatedly that a bushel of slack 
coal burned in the Jarvis gives practically as good results as 
a bushel of high-priced lump coal in the common setting. 
The difference in cost of the quantity used gives the net 
saving, which can be calculated by any one. 

They are also interested in the well-known National 
Rocking Grate Bar and the Sheffield Grate Bar, which have 
now been in use for many years under severe and continu- 
ous duty. It has fully demonstrated its superiority over 
other grates in the points of durability and economy of fuel. 

They recommend the National Feed Water Heater, which 
is one of the recent improvements in steam appliances that 
is becoming extremely popular, and consider the Korting 
Universal Double Tube Injector a great success. 

In connection with their work of constructing steam 
plants, they have made a study of the different qualities of 
fire brick and fire clays, and all their goods are stamped 
with their name, and the quality is guaranteed to be the 
best in the market. 

They have equipped many of the largest plants of the 
country, and to-day the Jarvis Engineering Company stand 
unrivaled in their line of work. 



200 



THE CITY OF BOSTON. 



It will hardly be disputed that the manufacture of a 
superior valve is among the most important connected with 
a steam plant. 

The primitive steam valve, though a crude idea, served 
the purpose for which it was intended up to about ten 
years ago. At that time the improvement in nearly every 
department of mechanics had become something largely in 

advance of anything ever here- 
tofore known, and the old 
valve was far from satisfacto- 
rily meeting the demands con- 
tinually made upon it by the 
new and improved appliances. 
However, necessity is indeed 
the mother of invention, and 
the result was the introduction 
of the Chapman Valve, so 
well known today throughout 
the country. Though starting 
under the adverse circum- 
stances of a hard times," and 
a thoroughly equiped list of 
competitors of the old appli- 
ances in the valve and hy- 
drant business, this company 
believed that the Chapman, if honestly built, was in the end 
sure to win the favor of the public in its general principles 
of construction and adaptability for all general uses to 
which a straight-way valve or fire hydrant may be applied. 
The verdict of the public after these ten years, without 
solicitation of trade on their part to any extent, has obliged 
them, in order to meet the demand of the trade, to en- 
large from time to time, until now they have the largest and 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 



201 



best equipped works in the country for the manufacture of 
these goods. They have combined in the construction of 
their appliances simplicity of action and superior material, 
and employing the most skilled workmen have succeeded in 
producing the best at a fair cost. 

The Chapman gate valve has a clear passage, the full 
diameter of the connecting pipe, and this may be called its 

characteristic feature. In 
details, the valve varies con- 
siderably, according to the 
service to which it is to be 
put and the pressure which is 
to be brought upon the gate. 
Of the numerous special 
forms manufactured by the 
company, we select a number 
which are more particularly 
adapted to the use of build- 
ers. The valve gate or plug 
is cast in one piece, and is 
made hollow and tapering. 
It is prevented from coming 
into contact with the seats 
until closed by splines cast 
on the body, which engage 
grooves in the side of the gate, and thus retain it always in the 
center of the opening. The splines are made of unequal 
thickness, in order to prevent the plug from being inserted 
improperly in case of its removal for repairs or otherwise. 
The gate has double faces, and is equally tight on both sides. 
It rises and falls on the spindle in the preferred form, but, 
when desired the plug is made to move with the spindle. 
The composition of the spindles, all of which are made of 




202 



THE CITY OF BOSTON. 



extra diameter to avoid twisting, depends upon the fluid 

with which they come in contact. 

For steam or water, gun metal composition is generally 

used, while for ammonia or gas, steel or iron is preferred. 

AVhere the valve is to be subjected to strong pressure, the parts 
are made unusually heavy. The seats 
are composed of an alloy similar to 
Babbit metal, but vary with the nature 
of the fluids acting upon them. Their 
composition is decided by the mater- 
ial which experience has demonstrated 
to be the most resistant to corrosion. 
The seats are held to the body by 
means of dovetailed grooves, and are 
formed upon the plug itself, producing 
an exact counterpart of the faces of the 
plug on both sides, thus making a 
perfectly fitting joint, which, by the 
construction of the valve, wears tighter 
in use, and always preserves its bear- 
ings. 

Both the plug and seat being non- 
corrosive, the valve works with ease, 
even after having been closed for years. 
valve, as shown has been devised for 

cases where it is necessary to drain the water from a pipe 

after the supply has been cut off by closing the main valve. 

This obviates the need of an extra drain valve, which is apt 

to be troublesome, in addition to its expense. 

The iron body valve, with outside screw and yoke, has 

been devised to meet the demand for a valve in which, from 

its frequent use, it is desirable to have the screw where it can 

be readily cleaned and oiled. Particular attention has been 




204 THE CITY OF BOSTON. 

given to the details of the fire hydrant. In opening, the 
gate rises upon the spindle into a recess below the hydrant 
pipe, large enough to admit the full passage of water from 
the main, and closes vertically, gradually cutting off the flow 
of water and preventing any water hammer or strain upon 
the pipe. A drip outlet is also provided on a level with the 
water in the main, and is opened and closed automatically 
by the action of the gate. As the drip outlet is always open 
when the gate is closed, there is no liability of freezing. 
Great care has been taken to make the operation of the 
hydrant perfectly sure and reliable. 

The officers of the company are : S. P. Payson, Presi- 
dent ; Percival L. Everett, Treasurer; and Jason Giles, 
General Manager. Their office is at 72 Kilby Street, Bos- 
ton, Mass. 



It will hardly be disputed that to no other department of 
manufacture is attached so grave responsibility as to that of 
elevator building. A machine that is never put in motion 
except to lift or lower human beings or property should be 
safe, beyond all doubt or question, and no one would know- 
ingly buy or use an elevator falling short of this standard. 

In dealing with the problem how best to attain and main- 
tain such a standard of excellence, Otis Bros. & Co. have 
followed two cardinal principles : first, to make such machine, 
with its car or platform and their connections, intrinsically 
safe, independently of any special safety devices ; and, 
second, to add to the apparatus, so built, such devices, 
adapted to the particular kind of service, as would best con- 
trol and regulate its operation, prevent undue speed, and 
guard against any conceivable accident or result of careless- 
ness in operation, or negligence in the care of the elevator. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 205 

In the case of their Standard Hydraulic Passenger Ele- 
vators, which are now generally employed for the best class 
of passenger elevator service, and which are certainly carry- 
ing more passengers than any other type of elevator in the 
world, they so build each machine that its power is absolutely 
exhausted the moment the car reaches its upper or lower 
landing. The car must therefore securely stop at one or the 
other of these points, independently of the action of any 
safety device, independently of the operator, and whether 
the hand-rope or other means of regulating the movement 
of the machine from the car be in perfect order, or broken 
or destroyed while the car is in motion. 

Each machine is connected with the car by two solid 
piston-rods, and at least four wire cables, any one of which 
is capable of sustaining a weight largely in excess of the 
maximum load to be lifted by the elevator. 

In addition to providing the simplest and best forms of 
appliances for starting and stopping this elevator, they place, 
under each car their safety platform, to which every lifting 
cable is independently attached, and to this platform is also 
connected, by a wire cable, their independent safety governor. 
In case of the undue stretching and breakage of any lifting 
cable, or should the car, from any cause, attain a degree of 
speed beyond the rate fixed by the governor, the safety ap- 
paratus brings the car, gradually but unfailingly, to a full 
stop, and securely holds it at or near the point in the shaft 
where such apparatus is brought into action. 

They confidently claim for this elevator, that it is by far 
the safest which has ever been built, and they are able to 
say that, of the countless millions of passengers who have 
been carried by their passenger elevators (both hydraulic 
and steam), not a single one has suffered loss of life or 
limb from any accident to any such elevators, during the 



206 THE CITY OF BOSTON. 

entire period of thirty-four years which they have devoted 
to elevator manufacture. 

They are well aware that their methods of manufacture, 
whereby many parts are duplicated and reduplicated beyond 
any probable requirements of duty which the elevator is 
built to perform, involve an amount of expenditure that 
largely increases the first cost of their elevators, as compared 
with those of different and cheaper construction, but, having 
thus far followed the theory that the elevator is peculiarly a 
machine demanding a higher factor of safety than any other, 
and the security of which should not only be real, but also 
so apparent as to command the confidence of every user, 
and their methods having been vindicated, not alone by 
general recognition of the superiority of their machines in 
every part of the world where elevators are used, but also 
by an amount of business that has increased to vast propor- 
tions, they feel fully justified in continuing to rely upon the 
approval and patronage of those who appreciate the value 
of established merits, and demonstrated security in elevator 
service. 

The Boston office of the company is located at 70 Kilby 
Street, Mr. H. A. Joslin representing them in New Eng- 
land. 



New York Exhaust Ventilating Company. — The problem 
of moving air in great volumes and at the same time subject- 
ing it to mechanical control, is one which has long com- 
manded the thoughtful attention of scientific men. In mills, 
factories, engine rooms, boiler rooms and public buildings 
where large numbers of persons congregate, there has been, 
heretofore, absolutely no method of securing uniform ven- 
tilation. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



207 



Appliances for moving air in ll7?iited quantities by 
means of power, have been in use to a small extent during 
the past few years, but until the invention and perfection of 
the Blackmail Wheel no scientific system was known or 
possible for moving large volumes of either hot or cold air 
at pleasure, distributing it under absolute mechanical [con- 
trol to suit the varying conditions of different places ac- 




TZZO STKZACE 

eaa &» ieet 



cording to their different uses and regardless of location, 
size or character of the building to be ventilated. 

The d-evice by which they accomplish the movement of 
great bodies of air is known as the Blackman Ventilating 
Wheel or Air Propeller. The various modes of applying 
this power so as to obtain the desired results and their 
knowledge of these methods and their application, entitle 
them to claim for themselves a scientific system. 

The feature which distinguishes this wheel from all 



208 THE CITY OF BOSTON. 

ordinary fans is the construction of its blades. The curva- 
ture of the blade at its periphery forms a sort of end 
bucket. 

This peculiar form of blade prevents all radial escape of 
air and causes a direct inward flow all over the large area 
here created. A glance at the illustration will render plain 
the above description and will verify their assertion that 
this wheel possesses a feed area greater than that of any 
flat or straight blade fan by more than sixty per cent. 




The Blackman Wheel is the only exhaust or blast wheel 
(or fan) known which takes in air at right angles as well as 
parallel with its axis or shaft. 

This united volume of air being concentrated within the 
folds of the periphery, or end bucket, is driven with in- 
creased force from the exit side of the wheel. Hence 
they get large volume combined with greater economy of 
power. 

That this increased efficiency in peripheral power is rec- 
ognized everywhere as novel, distinctive and positive 
is proven by the fact that patents have been issued upon 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 209 

it by nearly all (20) governments. Were it possible to 
have shown a prior use of this form of wheel no patents 
would have been granted. 

It is remarkable that so simple a contrivance for moving 
air in enormous volumes, combined with suction or pressure, 
should not have been discovered years ago, but it remained 
for the Blackmail Wheel to reveal the feasibility of perfect 
ventilation under complete control. 

Besides the usual ventilation Of halls, schools, theatres, 
hospitals, churches, working rooms and all other places 
occupied by numbers of persons, this wheel has proved in- 
valuable in numerous branches of business, such as paper 
mills, woolen and cotton mills, blacksmith shops, sugar 
refineries, laundries, hotels or restaurants, carpet clean- 
ers, soap makers, brewers and malsters and many other 
manufactories, where it is desirable to remove dust, foul 
air, fumes of acids, smoke, steam, etc., etc., or to create 
powerful currents of air for drying and similar purposes. 

At 370 revolutions per minute a Blackman Wheel (48 
inches in diameter) will remove 30,000 cubic feet of air per 
minute with about one and eight-tenths horse power ; that 
is to say, about 1,000,000 cubic feet per hour, per horse 
power. It will be readily admitted that they are entitled 
to claim for this wheel the maximum of volume and the 
minimum of power. 

In order to ensure the best results it is their custom to 
select the location in each place where a wheel is to be 
ased. They are prepared to furnish drawings on short 
notice and to set up their wheels under contract, covering 
all work incidental thereto, or to sell the wheels with in- 
structions as to setting up. 

The New England office of the company is at No. 32 
Oliver Street, Mr. J. E. Sayles being the agent. 



210 THE CITY OF BOSTON. 

Probably no manufacturing company is better or more 
favorably known in its special work than the Exeter Ma- 
chine Works. 

One of their most successful appliances is the Exeter 
Engine. 

This engine, as built, represents the result of many years 
of energetic endeavor on the part of the builders to place 
on the market, at a reasonable price, as perfect a slide-valve 
engine as skill, steadfastness and good material could pro- 
duce, and they have so far succeeded, that with those who 
have used them, and are consequently able to judge, no 
engine is more popular. 

As distinctive features of construction in this engine we 
mention the cast iron base, or bed, which admits of the 
engine being set firmly on brick work ; the connection of 
cast iron between the main engine and bearing, which con- 
fines the parts of greatest strain in such manner as to insure 
their rigidity, and contains the slides in one piece ; and 
the great strength and symmetry of all castings. The 
moving and wearing are well attended to. The piston 
and valve rods, the crank and wrist pins are of steel, the 
shafts are forged of best iron, and all boxes and bearings 
are lined with best babbitt. The governor furnished is the 
"Waters," with "stop motion." There is also furnished 
with each engine, foundation bolts, wrenches and a full set 
oil cups of approved pattern. 

Provided with few parts, no great skill is required to suc- 
cessfully run it, and liability to accident is reduced to a 
minimum by these few parts being well and strongly built. 
Its durability and economy are attested to by its years of suc- 
cess, and as a representative of its class it has but few equals 
and no superiors. 

A specialty of the Exeter Machine Works is the manu- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 211 

facture of blowers, and they are made in various styles and 
for all purposes. Pressure blowers, fan blowers and exhaust 
fans, also double exhausts. 




Pressure blowers, are used principally where a strong blast 
is required, and the one built by this company is a very 
strong machine and will give a pressure equal to sixteen 
ounces to the square inch. 



212 



THE CITY OF BOSTON. 



The fan wheel of this machine, while it is strongly built, is 
very T light running, so that an extra amount of power is not 
consumed in running it. 

Fan blowers are used where a large amount of air is re- 




quired instead of pressure, and are used for supplying air 
for ventilation purposes, also for blowing fires under boilers 
and forges, and in connection with heating pipes for heating 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 213 

public buildings, hospitals, churches and halls ; also for dry 
rooms and kilns for drying lumber, wool, leather, boards, etc. 

Exhaust fans are used for removing smoke, gas and foul 
air from boiler rooms, mines and all places where a pure 
atmosphere is desirable. 

A special pattern of exhausters for removing shavings and 
saw dust from planing and saw mills is made with rims of 
wrought iron or steel, which is considered an improvement 
over the old style on account of the ease with which it can 
be taken down for repairs. 

Each of these styles of machines are fitted with self-oiling 
boxes which make them peculiarly adapted for high speed 
and hard work. 

It is now, and always has been, the aim of the Exeter 
Machine Works to keep ahead of all competitors in the 
manufacture of a safe, economical and durable steam-heat- 
ing apparatus for private residences. It needs years of ex- 
perience to meet all the requirements of a first-class heating 
apparatus placed in charge of inexperienced attendants. 
Eight years ago their apparatus was considered first-class. 
They have made various improvements from time to time, 
as experience and use suggested, and they are always ready to 
adopt any real improvements, even with increased cost to 
apparatus. The first requirement is absolute safety, even 
with the grossest carelessness. They are willing to allow their 
boiler to stand the most severe test in ■• this respect. Dur- 
ability, ease of management, and economy, have all been 
carefully looked after. They do not propose to quietly sell 
their apparatus on its past record, but are now manufactur- 
ing under three patentsfgranted within the past two years ; 
and although this apparatus may not be the cheapest in the 
market, it is furnished at as low a figure as the combination 
of all the enumerated good qualities will admit. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 215 

Manchester Locomotive Works. — The record of the 
"Amoskeag" Steam Fire Engines built at Manchester, N. 
H., first by the Amoskeag Manufacturing Company, latterly, 
and at present by the Manchester Locomotive Works, is re- 
markable for the great success and popularity they have 
attained from the start. Among the pioneers the "Amos- 
keag" has steadily advanced in favor and splendid achieve- 
ment, and today has no equal for strength, durability, 
beauty of workmanship and far-throwing powers. 

The boiler used is upright and tubular in style, very sim- 
ple in its construction, and for safely, strength, accessibility 
for repairs, and capacity for generating steam is unsurpassed. 
The connections with the steam cylinders are simple, may 
be easily placed and replaced when necessary for repairs, 
and have the great advantage of being entirely unexposed 
to the air. The pump is a double acting and vertical piston 
one, and for effectiveness and reliability is unsurpassed. It 
is arranged for receiving the suction hose on either side, and 
has its outlets also on either side for receiving the leading 
hose. The hose draft engines are made with crane necked 
frames, and are mounted on platform springs. On their 
arrangement of springs they have obtained a patent. The 
effect of this improvement is that the draft strain is trans- 
mitted directly from the horses to the axles, the springs 
bearing no part of this strain as is usually the case. The 
material used in the construction of these engines and their 
workmanship are of the best quality, and the Manchester 
Locomotive Works guarantee to replace at their own ex- 
pense such parts, if any, as may fail within a year, if such 
failure is properly attributable to defective material or in- 
ferior workmanship. 

Among the largest purchasers of Amoskeag Steam Fire 
Engines may be named the United States Government 33, 



216 THE CITY OF BOSTON. *, 

New York City 55, Boston 23, Brooklyn 23, New Orleans 
18, Philadelphia 17, Chicago 17, Pittsburg, Pa., 17, also one 
or more Amoskeags may be found in every city and town of 
importance in the country. These engines are made in all 
sizes from the fourth size single pump, hand draft, throwing 
350 gallons per minute, up to the magnificent extra first 
size, throwing 1100 gallons per minute. Recently beautiful 
photographs of a first size Amoskeag Steam Fire Engine 
were presented to the leading chief engineers of the country, 
and in the margin of each picture is printed these words ; 
" This steam fire engine was exhibited at the convention of 
the New York State Firemen's Association at Syracuse, N. 
Y., August 11, 12, 13, and 14, 1885, and at a public trial 
there, threw horizontal streams through smooth-bore nozzles, 
as follows : 1 1-4 inch nozzle, 334 feet ; 1 1-2 inch nozzle, 
334 feet; 1 3-8 inch nozzle, 329 feet; 1 5-8 inch nozzle, 
316 feet; two streams, 1 1-8 inch nozzles, 296 feet." 

This record we believe has never been excelled. The 
officers of the Manchester Locomotive Works are John A. 
Burnham, President, 40 Water Street, Boston, Aretas Blood, 
Agent at the works, Manchester, N. H., and William G. 
Means, Treasurer, 40 Water Street, Boston. 



One of the most popular concerns in the city is the 
" Seibert Cylinder Oil Cup Company," manufacturers of 
lubricators for stationary and marine engines, pumps, Auto- 
matic Crank Pin Oilers and Visible Feed Oil Cups. 

It has been their constant endeavor since the formation 
of the company in 1878, to manufacture in the principle 
involved as well as workmanship, the best sight-feed lubri- 
cating device for all kinds of steam cylinders. They have 
recently obtained control of a number of patents of different 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 217 

devices for oiling or lubricating the bearing surfaces of 
engines, some of which they have already perfected and 
offer to the trade. 




At this late day, when their stationary engine cups have 
been in use for the past fifteen years, with thousands of 



218 



THE CITY OF BOSTON. 



them in every part of the country, it seems scarcely neces- 
sary to say anything about the advantages of their system of 
lubrication, as it must be clear to all engineers that by the 
use of their oil cups with the patent sight-feed, a large 
amount of friction and consequent wear is avoided, as the 
oil is regularly fed, drop by drop, into the steam and car- 
ried to all the internal parts of the engine, while the saving 
of twenty-five to fifty per cent, of oil by this method of 

lubrication is an undisputed 
fact. 

Understanding the de- 
mand for means of a 
lubricating crank and cross- 
head pins continuously and 
regularly, and considering 
the Wilkinson patent de- 
vice, as combined with a 
visible feed oil cup, the 
most perfect arrangement 
now in use. They have 
recently obtained control 
of an interest in the Wil- 
kinson patent, and with 
some slight improvements 
they now offer the automatic crank-pin oiler to the trade. 

In lubricating all bearing surfaces the minimum of wear 
and of oil required to properly lubricate is reached by a 
regular and constant feed. The Wilkinson Crank-Pin Oiler 
consists of an oil-cup attached to an adjustable supporting 
frame, which holds the cup stationary over the centre of the 
bearing to be lubricated. Suspended beneath the oil-cup is 
a web of fibrous material upon which the oil is fed ; being 
seen as it drops from the cup to the web it can be regulated 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 219 

as desired. Upon the crank connection and in the hole 
where an ordinary crank-pin cup would be placed, is a 
wiper cup, so called, being a cup-shaped tube for conduct- 
ing the oil to the bearing surfaces, provided with a metallic 
blade for wiping or scraping the oil from the suspended web, 
the oil-cup and web being so adjusted that the wiper cup 
removes the oil from the web at each revolution of the 
engine. 

The office of the company is at No. 53 Oliver Street, and 
their success is deservedly due to the improved appliances 
which they have perfected and been instrumental in intro- 
ducing. 



Another valuable adjunct to a steam plant is the Peerless 
Damper Regulator, which has been in practical use for the 
past five years in several hundred of the largest manufactur- 
ing concerns of New England. It regulates the supply of 
air passing through the furnace, increasing or diminishing 
the draught sooner than the indications would prompt the 
fireman to act. It prevents the gases passing off uncon- 
sumed, controls the steam pressure, insures safety from ex- 
plosion, and maintains an even degree of heat, thereby pre- 
venting undue expansion and contraction of the boilers, pre- 
serving the grate bars and saving the cost of repairs. 

It allows only the requisite quantity of air to' be admitted 
that is required to unite with the carbon and the gaseous 
products developed in the process of combustion in order 
to insure the greatest degree of heat from every pound of 
fuel. 

It varies the quantity of air admitted to the furnace at 
different times to meet the varying conditions of the fuel in 
process of combustion, and thus at all times produces that 



220 



THE CITY OF BOSTON. 



perfect union of oxygen with the products of combustion 
necessary to economy, 

It gives an absolute and perfect control of the fire, afford- 
ing as great a 
guarantee o f 
safety fro ml 



X 



over pressure 
as any safety 1 ■'. 
valve, and in ) 
connection ) ; ; 
therewith af-fej 
fords absolute \ 
security fromJH 




explosion, and prevents the waste 
of steam by blowing off. 

The superiority of the Peerless 
over all other damper or draught 
regulating devices in economy 
consists in its perfect action in 
regulating the supply of air to the 
proper requirements of a complete 
combustion ; in its durability, 
which is so much greater as to 
preclude any comparison with 
ordinary damper regulators, pistons 
or attachments ; in its sensitive- 
ness, which is simply unapproach- 
able by any known device, as it is 
without friction and has no knife 
edges to wear ; in its reliability, 
which is absolute. 

It is as sensitive, durable and 
reliable at very high pressures 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 221 

as at low pressures, a quality which no other machine 
possesses. 

Its immense superiority is proved by its past record of 
five years of practical usage with its sensitiveness unimpaired 
and its economic value established. 

It is manufactured by the American Appliance Company, 
at No. ,j62 Sudbury Street. 



One of the wonderful inventions of the age is the Peerless 
Pressure Recording Gauge. 

Its construction is that of the ordinary Bourdon Pressure 
Gauge which operates a swinging lever turning on a pivot ; 
the end of the lever carries a pencil which rises and falls 
with the variations of pressure, causing the pencil to make a 
continuous mark upon the dial which is revolved by clock 
work once in twenty-four hours. The dial indicates the 
pressure by the concentric circles which correspond with the 
pressure marks, as shown on the pressure or indicating dial, 
and are so numbered ; while the time is shown by the radial 
lines which represent the distance the dial turns each hour 
and have the hours marked upon them around the centre 
and on the outside as shown on dial. 

The lever which carries the marker is attached direct to 
the steam gauge mechanism in the simplest manner, conse- 
quently there is nothing to get out of order, and the marker 
must rise and fall with the pressure absolutely and with the 
utmost sensitiveness. 

The recording dial is a disc of paper and revolves contin- 
ually by means of the clock work, consequently the pencil 
will make a continuous mark, rising and falling with the 
changes of pressure, thus indicating every variation, the exact 
time they occur, and their duration. The Peerless Gauge 



222 



THE CITY OF BOSTON. 



will run over three days with one winding, thus avoiding the 
necessity of winding on Sundays, which must be done with 
other makes. The Peerless Gauge is a practical gauge made 




for service and is as easily put up as an ordinary steam gauge, 
and is in every respect as durable and reliable. 

This device is manufactured by Mr. S. B. Jones, the sole 
manufacturer, his office being located at No. 28 School 
Street. 



Probably no appliance has received more attention from 
practical engineers than the " Baragwanath Brass Tube 
Exhaust Steam Jacket, Feed Water, Boiler and Purifier." It 
boils water by exhaust steam, and is adapted for either high 
or low pressure engines. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 223 

The steam jacket heater is a non-radiator, delivering its 
feed water as hot as the exhaust steam, which is almost in- 
variably several degrees above boiling. That portion of the 
water chamber inside shell, which in an ordinary heater is 
subject to the cooling action of the atmosphere is converted 
into heating surface. 

It always delivers its water at or above the boiling point. 
It purines the water, keeps the boiler clean, and will not 
become clogged up if properly blown off. It is the strong- 
est heater made, and the safest under high pressure. It 
avoids the necessity of pumping hot water. It is simple in 
construction and requires no care t)ther than to be properly 
blown off. It never causes any back pressure, but, acting as 
a surface condenser, always reduces any back pressure that 
may exist. It saves boiler repairs and increases their steam- 
ing capacity. Experience in placing more than three thou- 
sand feed water boilers has shown that the average saving of 
fuel is approximately as follows : 

Taking water at 33 F., from 20 to 40 per cent. 

" 140 F., " 15 to 20 

" 175 F., " 10 to 15 

" " 200 F., " 5 to 10 " 

From a test recently made at Reed's Block, Boston, by 
Mr. E. E. Odell, the saving in coal, by delivering feed water 
at 216 degrees F., was found to be over eight per cent over 
feeding water at 200 degrees F., the cost of coal being as 
follows, per diem ; 

Water at 200 F., .... $12.79 

" 216 F , 11 77 

Amount saved, . . . $1.02 

or S 6-10 %. 

In calculating the saving to be effected by one of their 
feed-water boilers, it is necessary to consider not only the 



224 



THE CITY OF BOSTON. 



saving arising from the 
increase in temperature 
of the water, but also 
from the greater effici- 
ency of clean boilers. 
Another item in the 
saving is the reduction 
of back pressure on 
the engine which they 
have frequently found 
to be several pounds. 
Where boilers have 
been forced, the in- 
creased steaming ca- 
pacity resulting from 
the use of their boiler 
and purifier, permits of 
much lighter firing, and 
consequently better 
combustion and econ- 
omy in fuel. 

Figure A, elevation 
of boiler. Figure B, 
vertical section. The 
apparatus is a cylin- 
drical vessel, and con- 
sists of two parts, the 
boiler proper or water 
chamber and its case. 
nG- A- RR represents the 

body, WW its head, and JJJ tubes running from one head 
to the other. SS represents the jacket ; PP an annular 
space between water chamber and jacket. The exhaust 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 



225 




jEn£- 






steam from engine 
enters chamber Q 
from pipe A, up 
through tubes JJJ, 
and down annular 
space PP and passes 
through eduction 
pipe B. 

Water cannot be 
purified without be- 
ing boiled, and hence 
a heater that does 
not boil is useless as 
a purifier. 

When water i s 
boiled, most of the 
impurities at first rise 
to the top in the 
form of scum. To 
collect and expel this 
scum, a hollow ball 
or scum-chamber is 
attached to the top 
of their apparatus. 
This and the bottom 
blow-off are blown 
out as often as found 
necessary, generally 
about four or five 
times a day. 

There are some- 



F/G. B. 

times found impurities such as iron and sulphate of lime, 
which can only be separated from the water by evaporation 



226 



THE CITY OF BOSTON. 



or by heating to a very high temperature. Only distilled 
water is absolutely pure, but water that has been boiled and 
had the scum and sediment removed is for boiler use 
practically pure. 

The simplest way to keep a boiler clean is to clean the 
water before it enters the boiler. 

Feeding cold water and the accumulation of scale is at the 
bottom of nine-tenths of the boiler repairs. 

All engineers know the trouble so common in ordinary 
heaters, leaky tube ends. In their apparatus, when iron tubes 
are used, the expansion and contraction of the tubes and of 
the shell are the same, since both are made of the same ma- 
terial, of the same length and subject to the same tempera- 
tures, hence, leakage is avoided. 




When brass tubes are used, the slight variation in the de- 
gree of expansion between the brass tubes and the iron shell, 
is overcome by their spring- tube sheets, which are made 
slightly concave as shown in the cut. 

Their experience in the nine years during which they have 
been manufacturing their feed-water boiler, has demonstra- 
ted that for strength and durability the steam jacket feed- 
water boiler and purifier has no equal. 

In breweries, packing houses, laundries and other places 
requiring large quantities of hot water, the advantages of 
using the steam jacket feed-water boiler are even more 
prominent. 

Over a hundred breweries throughout the country are pro- 
vided with their boilers, usually connected so as to heat all 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 227 

the water required for brewing and washing kegs, besides 
feeding the boilers. 

In steam laundries they will heat all the hot water re- 
quired for washing machines and boilers. 

In general, they will boil, if necessary, five times as much 
water as is required to furnish the steam for the engines 
from which they take exhaust. 

The water is forced into boiler at feed pipe C, and leaves 
at D. O represents hand plate, L scum chamber, K pipe 
for connecting scum chamber with heater and N safety 
valve. When feed-water boils, the impurities rise to the 
scum chamber, the lighter or gummy body remains on top 
and is blown off from pipe H. Some matter is precipitated 
in the scum chamber and is blown off through pipe I. E F 
are drip pipes for draining water of condensation from 
boiler. 

These boilers are constructed to suit the location, being 
vertical, inverted or horizontal, as is desirable, and all 
calculated to use exhaust steam only for boiling water. 

The Eastern office is located at No. 1 2 Cortlandt Street, 
New York City, J. A. Crouthers, M. E., being the general 
manager. 



There is no more important branch of manufacture than 
that of fire hose, for on its perfection both life and property 
often depend, and the smallest flaw in the manufacture may 
be the direct cause of the loss of both. Realizing this vital 
fact, and the responsibility that rests with the manufacturer, 
the Boston Woven Hose Company have been striving for 
some years to produce, as far as possible, the best fire hose 
which can be made from cotton and rubber, without regard 
to cost of experiment and outlay for new and improved 



228 THE CITY OF BOSTON. 

machinery. They have long been convinced that cotton 
hose, properly lined, makes the best fire hose, and in follow- 
ing this idea they have found not only their greatest profit 
but the appreciation of every fire department now using their 
" Boston Fire Jacket " and " Bay State Jacket " hose. 

Up to about fifteen years ago cotton hose was hardly 
known, and from its conception through its various stages of 
improvement to its present stage of perfection, this hose has 
been most prominent. In following their improvements, 
perhaps, we can do no better than quote the following from 
the Scientific American (May 1886) : — 

Their early efforts in 
this direction were in the 
manufacture of a fire 
hose of three plies of 
cotton, held together by 
threads and lined with 
"rubber. Though an im- 
provement over the or- 
dinary rubber hose, this 
proved rather stiff and bulky, and not altogether satisfactory 
to the manufacturers. They therefore made the experiment 
of forming their hose out of stronger yarn, and instead of 
having three connected plies, made it of two plies not 
connected. This change greatly increased the pliability of 
the hose, without in any way lessening its strength. They 
have since made other improvements in their fire hose, 
until the present product, designated as the " Boston Fire 
Jacket," will withstand a pressure of a thousand pounds to 
the square inch. 

After perfecting the fire hose the company turned their 
attention to the manufacture of mill hose, which was much 
needed at the time. For this rubber hose has certain dis- 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 22!) 

advantages. Besides being more bulky, it is apt to become 
dry, and crack, when left for any length of time. Under the 
same circumstances, linen would leak too much and would 
consume valuable time and water in swelling up before it was 
ready for use. Nor would it stand a heavy pressure. The 
cotton hose, however, has several qualities which make it 
particularly suitable. It can be packed away in small bulk, 
and besides being exceedingly strong, will not dry up, as the 
rubber in this case is made of the best quality, and is pro- 
tected by the cotton cover. It has now been introduced 
into many large mills, and has proved very satisfactory. 

It is made in all 
sizes, to fit different 
stand pipes. The 
company have recent- 
ly added the manufac- 
ture of garden hose to 
their other specialties. 
They started out with 
the determination to 
make a cotton garden hose that would stand the wear 
and tear better than those now in use, and so far 
succeeded that its sales amounted to a million feet in a 
year. This hose is made on the principle that a string 
wound spirally around an ordinary hose adds greatly to its 
strength. The company believe that the superiority of this 
article is due to the fact that rubber hose is apt to decay, as 
the cotton duck on which its strength largely depends, draws 
in water at the exposed ends of the section, and at any in- 
jured place in the outer covering, until the entire length is 
saturated. The coats of rubber prevent the drying of the 
duck, and the confined moisture and sulphur in the rubber 
together prove so destructive to the fibre that it soon decays, 




230 THE CITY OF BOSTON. 

rendering the hose comparatively worthless, in spite of the 
purity of the rubber employed. The cotton garden hose, 
however, may be soaked every time it is used * but, having 
no outside covering to imprison the moisture, will soon dry 
and leave the cotton uninjured. 

The success of these different cotton hose encouraged ex- 
periments with steam hose. After a year's work at the 
problem, and the trial of numerous expedients, the present 
process was suggested, and having given excellent results, 
the product was manufactured on the large scale, and called, 
in honor of the inventor, the " Cowen " steam hose. It 
takes the place of a 7 -ply marline wound, extra heavy, steam 

hose, and costs 20 per cent. 
|^ less. It depends for its resist- 
ance to bursting pressure 
^tupon cotton jackets which are 
gi woven with heavy filling 
H threads running spirally the 
whole length of the hose. The 
strength of rubber hose de- 
pends, in great measure, upon 
the sticking power of the rubber between the different 
layers of duck. After steam has been run through it a 
short time, the rubber is apt to soften and give way. 
When this occurs, the hose swells or blisters and soon 
bursts. The Cowen hose is free from this danger. It has 
a lining which is cured just enough to stick to the fabric 
strongly, and in time with use becomes thoroughly cured by 
the passing steam. It has consequently a longer life than 
the ordinary steam hose. By the time it gets cured to the 
point where the rubber hose is at starting, it has already out- 
lasted it and is good for a second term. Such a result is 
not possible with an ordinary rubber hose, since it is neces- 




ITS STEAM INTERESTS AND LEADING ENGINEERS. 



231 



sary for the strength of the article that the rubber should 
be thoroughly cured in the beginning. The Covven hose, 
gave very good results under severe tests. It has now a 
record of over . six months' use on a dredging machine, 
under ninety pounds steam pressure, and of several months' 
use on rock drills. 

It early became apparent in the experience of the firm 
that they would be obliged to make their own rubber tubes, 
in order to make good ones, so they have introduced into 
their factory, from time to time, rubber machinery of ap- 
proved patterns, until they have now a thoroughly equipped 




rubber plant in addition to that for cotton hose. Into this 
department they have also introduced many valuable im- 
provements, and they manufacture their entire hose from 
crude material, which passes through no hands but their 
own until the complete fire hose goes into actual service. 

The factory of the company is at Cambridgeport, and 
their principal office at 224 Devonshire Street, Boston. The 
officers are : Theo. A. Dodge, President, J. Edwin Davis, 
Treasurer, and Robert Covven, Superintendent. 



232 THE CITY OF BOSTON. 

Economy in the generation and use of steam has become 
one of the important questions of the day, and probably not 
one has given this question more thought than Mr. R. H. 
Zell, patentee of the Safety Boiler, whose description follows. 
The Zell boiler today stands unquestionably at the head of 
water tube safety boilers. There are two conditions neces- 
sary for the economical generation of steam : — ist. Perfect 
combustion of the fuel, by which all its heat-producing 
properties are converted into heat. 2d. The utilization of 
the heat by its being most completely absorbed by the 
water and converting it into perfectly dry steam ; here is 
the essence of economically producing power. 

By reference to the cut it will be seen that this genera- 
tor consists of a series of four inch lap-welded tubes, placed 
in an inclined position, in sections of fours, which are ex- 
panded at their ends into rhomboidal-shaped headers or end 
boxes. These headers are made of special iron ; are care- 
fully proportioned in the distribution of metal to effect 
strength and durability ; they withstand a hydrostatic pres- 
sure of 800 pounds per square inch. The sections are placed 
in vertical rows, bringing the tubes in a staggered position, 
and are connected together top and bottom with short 
pieces of four inch tubes or nipples, expanded in, the length 
and number of sections varying with the power of boiler re- 
quired. The front of the generator contains two rows of 
headers more than the rear end, the tubes of the middle sec- 
tions (at the rear end) being expanded into the side of the 
water drum or reservoir, which lays horizontally across the 
top of the rear headers, and is connected to them with 
nipples, expanded into the bottom of the drum. The top 
headers at the front end each contains two four-inch tubes 
extending horizontally back, and are expanded into the 
steam drum : this drum is connected to the water drum 






ITS STEAM INTERESTS AND LEADING ENGINEERS. 233 

and rests on two iron upright pieces or saddles, which sus- 
tain the weight of the steam drum ; they are connected to- 
gether by expanded tubes. Thus the generator is put 
together without a single screw or bolted flange joint. 

From the fire in the furnace the products of combus- 
tion pass up between the staggered tubes, then down and 
around the tubes between the flame bridges to the bottom 
of the combustion chamber, thence up again, when they 
pass out to the chimney through the space between the 
steam and water drums. 

The feed water is fed into the water drum in sufficient 
quantity to maintain the level at a point in the second series 
of water tubes, between the steam and water drums. The 
water in the inclined tubes next to the furnace being heated 
and raised to a rapid state of ebullition, the mingled body 
of steam and water, being lighter than the solid water in the 
rear water-drum, is forced up rapidly through the front 
headers to the second series of water tubes at the water line, 
(where this steam and water separate,) the water returning 
back through these tubes to the water-drum, while the steam 
passes up to the superheating tubes, which being surrounded 
with the radiated heat and gases, additional heat is ab- 
sorbed. Evaporating any entrained water in its passage, 
through the steam tubes, the steam is delivered dry into the 
steam drum, which being jacketed by the waste gases in 
their passage to the chimney, and having a temperature a 
few degrees higher than the steam within the drum, more 
heat is absorbed by the steam and it becomes superheated. 

The drums are each made of one sheet of steel, having a 
tensile strength of 60,000 pounds per square inch ; the tube 
plates into which the tubes are expanded, have the holes 
accurately cut, are of extra thickness, and riveted on to the 
drums. The heads are heavy and convex, and made of 



234 



THE CITY OF BOSTON. 



flange steel ; each drum is provided with a man hole, faced 
off, in its end. The mud-drum, which is made of cast iron, 
the best metal to withstand corrosion, is placed below the 
bottom of rear headers, which is below the line of circula- 
tion, and is connected by nipples, expanded into the 
headers ; it has hand holes on the rear side for inspection or 
cleaning 




2ELL SAFETY BOILER. 

The Rhomboid headers, of which we speak, have 
hand holes and plates opposite the tubes. These plates 
are on the inside of the headers ; both the surfaces of the 
plates and headers are accurately milled, so as to form a per- 
fect metal joint ; the plates are held in a proper position by 
bolts, the heads of which are held in cored slots in the outer 
face of the plates, thus being protected from water, steam 
and gases providing against the corrosion of the iron in the 
bolts. 



ITS STEAxM INTERESTS AND LEADING ENGINEERS. 235 

It will be seen that the pressure of steam holds the plates 
up to a joint without the aid of the bolts, which could be 
dispensed with when there is pressure in the boiler ; the 
higher the pressure, the closer and tighter the plates are 
held to their places ; the plan adopted in other boilers of 
putting these plates or caps on the outside and securing 
them by bolts from the inside, is a practice full of danger : 
for if the threads strip, or the bolts break under steam pres- 
sure, the plate will fly off, and the steam and boiling water 
will rush out, to the danger of every one in the vicinity. 
Moreover, the bolts are liable to corrode when they are in 
contact with the water on the inside of the boiler, which 
will in time weaken the iron. Plates of this description, 
when the joints leak, cannot be screwed up to tighten them 
while the steam is on, except at great risk ; for in addition 
to the duty of making and preserving a tight joint, it has to 
stand the augmented strain to resist the steam pressure upon 
its whole area ; and as these plates may be removed to 
clean or repair the tubes, by screwing the nuts so often the 
threads are in consequence of the great strain subjected to 
an increased wear. This will account for the fact that 
nearly all other sectional boilers are leaky about these plates 
— they are tightened up when cold ; but when the pressure 
of the steam comes upon them, they are crowded off and 
cannot then be tightened. 

The rear end of the boilers rests upon two cast iron 
saddles placed under the mud drum ; the front end rests 
upon a roller which is placed upon the top of the arch- 
box. This box is bolted firmly to the boiler front and rests 
at its ends on brackets, bolted to the side columns, and be- 
ing independent of the surrounding brickwork, the boiler is 
free to move with expansion and contraction without injury 
to the walls. 



236 THE CITY OF BOSTON. 

The arch over the furnace door is cast iron, through 
which there is a constant circulation of cold air ; it is also 
covered by fire brick lining, which protects it from the heat. 
It is a great improvement over the ordinary fire brick arches 
which are so generally used upon other boilers, and which 
have so often to be renewed causing delay and expense. 
The fronts are all of new designs and are made of wrought 
iron, with cast iron trimmings ; they never crack, warp, or 
twist out of shape ; are light to handle, and are a great im- 
provement over the old style of cast iron fronts. The doors 
are light in weight, and are provided with liners of such 
shape and arrangement that they will not burn out. The 
workmanship and materials are all first class. The fittings 
all complete and of the best standard makes. 

These boilers are manufactured by the Dickson Manu- 
facturing Company at Scranton, Pa., and the success that 
has attended their introduction in other sections, promises 
well for their sale throughout New England, for which terri- 
tory Messrs. Huston, Perrin & Co., are the sole agents. 
The office of this house is located at 5 7 Oliver Street. 



The Bay State Belting Company, manufacturers of pure 
oak tanned leather belting, raw hide and Indian tanned lace 
leather, was organized for the purpose of producing an 
article of superior quality at the least possible cost, and the 
success of their efforts is well attested by the result. 

Their factory is located at No. 460 Harrison Avenue, 
where they have a thoroughly equipped plant for the manu- 
facture of their products. Its reputation is rapidly becom- 
ing world wide and though one of the youngest of our belt- 
ing corporations, it stands to-day with an enviable reputa- 
tion among its older competitors. One of their specialties 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 237 

is the Indian tanned lace, in sides from five to twenty feet. 

This lace by an exhaustive trial test of ten years, has guar- 
anteed its superiority to all other lace as regards evenness, 
elasticity, softness, pliability, toughness, the quality of not 
hardening in the belt, wearing quality, (extra wear being ob- 
tained by leaving the grain on,) and the absence of an ex- 
cess of oil, which prevents the lace from slipping. It has 
been thoroughly tested by manufacturers and has given com- 
plete satisfaction. 

The officers of the company are Samuel Cutler, Presi- 
dent, Frank W. Carter, Treasurer, Geo. B. Boubotham, 
General Manager, each of whom are too well and favora- 
bly known to require any elaboration at our hands. Their 
salesroom is at 156 Devonshire Street, where their products 
can always be seen in great variety. 



In undertaking a review of the history of the steam in- 
terests of the city of Boston, a notice of the firms engaged 
in supplying steam plants and supplies would be in- 
complete without some reference to the subject of lubrication. 
Every engineer will recognize the importance of the subject 
of lubrication and its connection with steam engineering. To 
not a few the subject is prolific of vexation, and they will 
gladly welcome any information that affords them an easy 
solution of the difficulty they have experienced in procuring 
a suitable lubricant. 

Engineers whose experience extends back twenty years, will 
recall the then universal use of sperm, whale, lard and olive 
oils, as the accepted lubricants, and all will remember the 
trouble experienced from the corrosive and deleterious ef- 
fects resulting from the acids generated by the decomposi- 



238 THE CITY OF BOSTON. 

tion of these oils in the cylinders and steam chests of their 
engines and pumps. 

To overcome this difficulty, mechanical engineers and 
chemical experts began experiments looking to the substi- 
tution of crude petroleum for the animal fats and oils in 
common use, and the partial success attained led to more 
exhaustive experiments in the manufacture of petroleum 
products, resulting in the production of a heavy distillate, 
having a superior body or viscosity, and greater lubricating 
value than the crude petroleum. 

Prominent among the first in the field of discovery and 
practical application, the well-known firm of Leonard & Ellis 
were quick to introduce their superior products of petro- 
leum, and labor early and late with mechanics and engineers 
who soon learned the value of the new lubricant and readily 
adopted it. The successful beginning gave promise of the 
future importance of petroleum products applied to lubrica- 
tion and Messrs. Leonard & Ellis proceeded to enlarge 
their facilities and by the substitution of new and patented 
processes for the old and crude methods, greatly improved 
the quality of their products over all others. A constantly 
increasing demand gave evidence of the popularity and 
favor gained for their oil, which has for the past ten years, 
or more been known as "Valvoline," and protected by the 
following well-known trade mark. 



.TRADE MARK 




Messrs. Leonard & Ellis have their home office in New 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 239 

York and flourishing branch houses in Boston, Philadelphia, 
Chicago, St. Louis, San Francisco and London, England. 
Among their numerous agencies where Valvoline can be ob- 
tained, we can only mention those of Montreal, Halifax, 
Hamburg, Liverpool, Glasgow, Bombay, Calcutta, Rangoon, 
Barcelona, Seville, Alexandria, Constantinople, Creswick, 
Hong-Kong, Buenos Ayres, Java, Matanzas and the City of 
Mexico ; in each and all of the places mentioned, Valvoline 
has from the moment of its introduction held the leading 
place among lubricants. 

The Boston house of Leonard & Ellis has for the last 
nine years been located at 149 Broad Street. 



One of the enterprising concerns of Boston today is the 
Automatic Fire Alarm and Extinguisher Company, who are 
the introducers of the Watkins .Automatic Fire Alarm and 
the Grinnell Sensitive Automatic Sprinkler, which are in- 
dorsed by the New York and Boston Boards of Fire Under- 
writers and the Factory Mutual Companies ot New Eng- 
land. 

A reduction of insurance of from five to fifteen per cent 
may be obtained by the Watkins Alarm. 

This company now protects over $1,000,000,000 worth of 
property, and their system is in use in over one thousand 
establishments. Among others may be mentioned : John C. 
Page, C. F. Hovey & Co., Lawrence, Wilde &: Co., H. A. 
Turner & Co., Dame, Stoddard & Kendall, Morton & Ches- 
ley, Chase & Sanborn, Emerson Piano Co., Oliver Ditson & 
Co., Eastern R. R. Co., Hoosac Tunnel Dock and Elevator 
Co., Coleman, Mead & Co., J. S. Paine, L. Prang & Co., 
Eliot B. Mayo, Simmons, Hatch <S: Whitten, Burdett, Young 
& Iogalls, N. E. Organ Co., Hogg, Brown &: Taylor, Chase 



240 THE CITY OF BOSTON. 

& Co., Wakefield Building, John H. Pray, Sons & Co., A. 
H. Davenport, John L. Whiting & Son, Jos. A. Jackson, 
Isaac Fenno & Co., Shepard, Norwell & Co., Hallett & Davis 
Piano Co., H. & G. W. Lord, Estes & Lauriat, Charles U. 
Cotting. 

This is the only system of automatic fire protection which 
has proved itself, by time and actual results, to be absolutely 
reliable and efficient. 

This company undertakes to protect all classes of prop- 
erty against loss by fire, by means of the Watkins Automatic 
Fire Alarm and the Grinnell Sensitive Automatic Sprinkler. 
They have devoted nearly twelve years and half a million of 
dollars to the development and perfection of a system which 
at all times and under all circumstances can be relied . upon 
to do its work, and they stand by the record they have made 
as a proof of their success. 

The Boston office of the company is located at 283 
Franklin Street, the officers being, A. S. Barnes, President, 
Charles Bingher, Superintendent, Henry J. Miller, Agent, 
each of whom is most favorably known throughout New 
England. 



The house of Geo. D. Putnam & Co., 127 Milk Street, 
Boston, is the oldest mill supply house in Boston, and the 
only one carrying a full line of the various supplies used by 
cotton and woolen mills. Among its specialties may be 
mentioned, steam supplies, including the supplies used by 
engineers, among which we find cotton waste, steam pack- 
ings, babbitt metal, machinery oils, files, wrenches, emery 
cloth, leather belting, cotton and rubber belting, hose for all 
purposes — steam, water and fire uses — fire pails, oily waste 
cans, etc. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 241 

The supplies needed in an engine room or factory are 
here found in stock and in great variety. 

Their stock is always of the best, and supplies from them 
can be relied upon for superior quality. They stand today 
not only the oldest but one of the most popular houses in 
their line. 



Amongst the various appliances for saving and economy 
in the use of steam, but few are worthy of greater consider- 
ation than the proper application of some non-conducting 
covering to boilers, steam pipes and other heated surfaces, 
to prevent condensation and loss of heat by radiation as 
well as to effect a saving of fuel. 

It is a question which interests not only the large manu- 
facturer with his extensive steam plant, but every user of 
steam. 

Many and various appliances for covering purposes have 
been invented and applied with varying success. Asbestos, 
owing to its fire proof and non-conducting qualities, early 
attracted attention, but the known supply of the article was 
limited and consequently costly. 

Various inferior mixtures for covering purposes have been 
manufactured and sold by unreliable and unscrupulous par- 
ties, purporting to contain asbestos, and sold under that 
name, yet containing none of the mineral. For a while 



242 



THE CITY OF BOSTON. 



they may have seemed to answer the requirements, yet after 
a time the heat from the inside permeating the mass and 
burning and disintegrating it, has caused it to crack and fall 
off. 

The Asbestos Packing Company have long been known as 
miners of asbestos and manufacturers of the article in all its 
various forms. With their superior advantages of securing 
the finest qualities of asbestos from their own mines, they 
can guarantee the users of their asbestos materials they are 
buying an article exactly as represented. 




For thejcovering of boilers, flues, stills and other large 
heated surfaces, the steam pipes carrying high steam where 
a durable, useful and economical covering is desired, the 
Asbestos Packing Company recommend the use of their 
asbestos cement felting. 

Their asbestos cement felting is guaranteed to contain a 
large percentage of asbestos fibre. It also contains a certain 
percentage of infusorien-erde (fossil meal, so called,) which 
is well known as one of the best non-conductors, owing to 
its peculiar construction and composition. 

This infusorien-erde contains a large number of minute 
air cells which add to its non-conducting qualities and at 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 243 

the same time render it very light. There are no deleteri- 
ous or offensive ingredients in the composition of the 
cement felting, and nothing which can in any way injure 
the iron of the heated surface covered. 

It is guaranteed perfectly non-combustible and cannot be 
injured by steam or heat at any temperature. It can be 
applied while steam is on, and therefore any delay is 
avoided. It is possessed of sufficient elasticity to contract 
and expand with the heated surface, avoiding any crack- 
ing. 

It is valuable as a covering for boilers in the place of the 
ordinary brick covering, as it can be applied after the boiler 
has been tested and while the steam is on, and thus avoid 
any cracking of the covering cqnsequent on the expansion 
of the boiler. Used in this connection it effects a great 
saving in radiation of heat. Instead of bricking the entire 
upper surface of the boiler, it is only bricked sufficiently far 
for the proper setting of the boiler. The asbestos cement 
felting can be readily applied on ceilings and walls as ordi- 
nary plaster, rendering boiler or engine rooms and other 
apartments thoroughly fire proof. 

The results obtained by the use of asbestos cement felt- 
ing have been the subject of many careful tests. The result 
of one such test taken by a prominent manufacturer without 
the knowledge of the company to satisfy himself, was as 
follows : — 

Temperature of the pipes before being covered, 220 degrees. 

" " " after being " 90 " 

Steam pressure on pipes, 65 

For the covering of steam or other pipes exposed to the 
weather, the asbestos cement felting has proved to have 
no superior, as it requires no additional boxing or protec- 



244 



THE CITY OF BOSTON. 



tion, and when used on under- ground pipes, it will with- 
stand any degree of dampness. 




For the covering of steam pipes when it is desired to have 
a covering which can be removed or replaced at pleasure, 
the Asbestos Packing Company advocate the use of their 
asbestos and hair felt combination covering, which con- 
sists, first of a inside lining next the iron of one or more 
thicknesses of sheet or roll asbestos as may be required ; 
second, of a thickness of hair felt ; third, of a thickness of 
heavy felting paper ; fourth, of an outside covering of heavy 
canvas. 

The heat of the pipe or boiler being prevented from pass- 
ing to the hair felting by the insulating quality of the 
asbestos, it is almost, if not quite impossible for the most 
intense heat to affect the hair felting sufficiently to destroy 
its efficiency. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 245 

The Asbestos Packing Company also manufacture various 
grades of steam packings which find a ready sale and appre- 




For a piston packing the asbestos rope packing which the 
company manufacture either entirely of asbestos fibre woven 
on the outside with yarn spun from the asbestos fibre, or of 
asbestos fibre with an admixture of plumbago and other 
lubricants, it will outlast any of the vegetable packings 
on the market. 




For a valve packing, the asbestos wick packing has 
a world-wide reputation. As a substitute for hemp or cot- 
ton wicking, it will outlast them many times, being inde- 
structible by any heat or acid, thus saving expense and 
labor and time replacing. 



246 



THE CITY OF BOSTON. 



For a joint packing, the asbestos mill board manufac- 
tured by the company from pure asbestos, makes a perfectly 
and permanently tight joint. It weighs only about forty 
per cent as much as India rubber, and for making a good 
joint, a thickness of one-half that of rubber only is re- 
quired. 



o o 





O 

o 
o 




= j 




o o 


o 




The Asbestos Packing Company manufacture a variety of 
other goods for steam users, as well as a large line of roof- 
ing materials and fire and water proof building papers, etc. 

The offices of the company are located at No. 169 
Congress Street. Boston, and No. 33 John Street, 
New York. 



The importance of an appliance which will automatically 
control the draft of boiler furnaces as the pressure of steam 
rises and falls within the boiler, is well understood by steam 
users ; in fact it may with propriety be said that a damper 
regulator bears a relation to the boiler similar to that of a 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 247 

governor to the engine. Until within a comparatively short 
time the device generally in use is what is known as the 
diaphragm damper regulator, its construction consisting of 
a diaphragm of rubber placed between two concaved iron 
plates with a long lever suspended by a yoke heavily weighted 
at the ends near the point where the rod is attached to the 
damper crank, and is operated by boiler pressure upon a 
column of water which, forcing the diaphragm upwards as 
the pressure increases, raises the weighted lever closing the 
damper, the heavy weight bearing against the pressure drops 
down as the pressure diminishes, opening the damper in its 
descent. While performing their functions moderately well 
for a time, their reliability and promptness in action soon 
become impaired from the fact that the rubber diaphragm 
(which to this apparatus is as the main spring to the watch) 
by its action is constantly undergoing a process of disinte- 
gration ; resulting in tardy action and final collapse. It 
is therefore evident that the need of a positively reliable 
damper regulator is felt, and as an instrument that will fully 
meet the requirement we present to our readers the Kellam 
machine which for eight years past has stood the test, and 
the popularity of which is manifested by the fact that many 
thousands of them are in successful operation throughout 
the middle and western states. Its introduction into New 
England is of comparatively recent date, yet it has secured 
lasting footing in many of the large manufactories in this 
section. 

The true test of merit in instruments of this character is 
the promptness with which they respond to the fluctuations 
in boiler pressure, coupled of course with reliability and 
durability. 

It is claimed for the Kellam that it will open and close a 
damper within two pounds variation of boiler pressure ; in 



248 



THE CITY OF BOSTON. 



fact cases are cited when the line on a steam recording 

gauge is shown so straight that no perceptible variation was 

indicated. 

The construction of the Kellam regulator, as will be seen 

by the illustration, is radically different from all others known 
to the market ; the special points of 
advantage being : that it is com- 
posed entirely of steam metal with 
all ground joints, having no dia- 
phragm, packing, nor stuffing box; 
that it is not affected by extremes 
of heat or cold ; that it is the only 
damper regulator operated by the 
immediate action of dry steam, and 
is more sensitive than any other, 




with the further advantage of being 
compact and nickle plated through- 
out. It occupies less room and is 
the most ornamental. Its method 
of operation is such that it can be 
located wherever desired and will 
work, if required, two or more 
separate dampers at the same time. 
The general arrangement of the 
regulator is shown as connected 
with the damper by means of a wire rope passing over 
pulleys from the top of same. Attached to the wall by 
means of a bracket, B, the steam for operating being taken 
through the pipe A. The drip pipe D is to carry off the 
water from the pipe A, and the pet- cock E is to drain the 
water from the body of the regulator. 

It will be seen that the instrument consists of a piston Y, 
upon which is a projecting ground joint W, containing water 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 249 

packing grooves, upon which works an accurately fitted 
cylinder K, which is in turn covered by a cap C, Fig. i, 
weighing from 12 to 50 lbs., according to the size of ma- 
chine. To the bottom of the piston is screwed the section 
U, in which is fitted the valve V. Upon this valve rests the 
stem P, the top of this stem bearing against the weighted 
lever F. 

The operation is as follows : The weight (from 1 \ to 2 J 
pounds) is adjusted on the lever A, so that the valve will open 
at the pressure which it is desired to carry on the boiler, 
when the steam entering ports P, passes through the piston 
Y, raising the cylinder gradually till cap L comes in contact 
with ground joint W, at which time the damper is . entirely 
closed. As the boiler pressure lowers, valve V is pressed to 
its seat by weighted lever F, and as the condensation passes 
from within the piston through the pet-cock E, the cylinder 
descends drawing the damper open. So sensitive is this 
Regulator in its operation that the lightest pocket handker- 
chief thrown over lever F will vary its movement up or down. 

In the preceding pages we have given a description of the 
Kellam damper regulator, and among other things new 
in. steam appliances, now present a device by the same in- 
ventor for reducing steam from a high to a low point. As 
will be shown in the cut, the instrument in construction is 
like unto the damper machine ; the only difference being 
the shortening of the stroke and enlargement of the area of 
the cylinder. The arrangement and operation is as follows : 

To the main steam pipe, A, leading from the steam-sup- 
plying boiler, is attached a balanced valve, D, which is 
opened and closed by a weighted lever, C, controlled by a 
wire rope, F, which passing over pulleys is connected with 
the regulator, H. The pressure desired is regulated by the 
small ball on the lever, G. At starting the valve D is wide 



250 



THE CITY OF BOSTON. 



open, and will so remain until the receptacle becomes 
heated and by a back pressure indicates on the gauge I the 
heat or pressure required. This is obtained by the connect- 
ing pipe, E, admitting 
steam to the regula- 
tor, being placed at 
the low pressure end 
of the valve D. As 
soon as the desired 
pressure is indicated, 
the cylinder of the 
regulator rises, and so shuts off the 
valve that a uniform pressure or heat 
is obtained; the regulator varying up 
or down as the pressure increases or 
diminishes ; and so sensitive is this 
apparatus in its operation that there is 
scarcely a point of deviation. 

Being composed entirely of steam metal 
without packing, diaphragm or stuffing box, is not liable to 
get out of order. 




Philadelphia, June 24, 1884. 

Hine & Robertson, Nexv Tork City : 

Dear Sirs : — We have Kellam's patent pressure regulator 
on the steam pipes used for heating our building, and take 
pleasure in testifying to its efficiency. The pressure of steam 
in the pipes, and consequently the heat, can be regulated with 
great accuracy. One very important feature of this machine is 
that it admits of a reduction of the steam pressure at night, so 
there will be only circulation enough to keep the pipes warm, 
which prevents the snapping and cracking through the radia- 
tors when the temperature is increased, as is the case under the 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 251 

modes of regulating now in use. It is undoubtedly the best 
pressure regulator now in the market. 

Very truly yours, 

H. B. Smith Machine Co. 
J. J. White, Manager. 

The importance of keeping the water-level in boilers as 
near a fixed line as possible, cannot be overrated by steam 
users, for the following reasons : — 

First. Economy is gained from the fact that the heat is 
always being applied to the same quantity of water having 
the same temperature. That is not the case where at one 
time the water line is over high, giving an unnecessary 
amount of water to heat, or at another time, quite low, 
necessitating the pumping all at once of a body of cold 
water to absorb heat suddenly and thereby reduce the 
steam pressure. It can readily be seen that such variations 
in temperature and pressure must result in a waste of heat 
and fuel. 

Second. Safety is gained by the impossibility of having 
low water, or, on the other hand, water too high, so as to 
work water instead of steam over into the engine or other 
steam apparatus. In a word, danger from low water is 
avoided and dry steam assured. 

Third. Durability is gained by keeping the boiler at an 
even temperature and avoiding expansion and contraction 
due to an uneven temperature, which, as every steam user 
knows, is the main cause operating against the life of 
boilers. 

Their regulator is so constructed that it can be attached to 
any boiler or steam generator, and will maintain the water- 
line at any desired point, any variation from which either 
higher or lower, will check or furnish the supply of water as 



252 THE CITY OF BOSTON. 

may be required. When the regulator is once adjusted, it 
requires no further attention, but will do its work perfectly. 

It is not liable to get out of order, will last many years, 
and is acknowledged by all who are using it to be a safe- 
guard against explosions, and a great fuel-saving machine. 

This regulator is not only sure to pay for itself many 
times over by its saving of fuel, but is worth more than its 
cost in its saving to boilers from uneven temperatures. In 
places where the duties of engineers call them away from 
the boilers, this regulator is of inestimable value, for as soon 
as the water in boiler rises or lowers from the desired point, 
it is sure to operate and regulate supply of water to boiler. 
To any one who desires to economize and secure greater 
safety to his property and operatives, we would say try the 
Button regulator. 

Either feeding one boiler, or any number from one pipe, 
it will show a large saving of fuel depending upon the 
amount of boiler service. A guarantee is given with every 
regulator. 

The operation of the regulator is as follows : when the 
lower end of the pipe is submerged in the water, and air is 
allowed (when first starting the boiler) to pass off at the air- 
valve the water, as the pressure accumulates in boiler, 
will rise and fill the cylinder and iron pail. Being 
counterbalanced, the pail rises with the water in cylinder 
and shuts off the supply to the boiler. As the water in the 
boiler is evaporated and falls below the end of the pipe, be- 
cause of its greater specific gravity than steam, the water in 
the cylinder falls back into the boiler, and the iron pail, con- 
taining ten or more pounds of water, follows down and starts 
on the feed. As the water again rises and covers the end 
of the pipe, and so cuts off the supply of steam to the cylin- 
der, the steam which was in the cylinder is at once con- 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 253 

densed, and the water again flows up to fill the vacuum. It 
will thus be seen that the operation of this most simple of all 
regulators is due to the inimitable law of gravity, and that 
no complicated machinery is needed or used to secure a 
perfect regulator. And so long as water shall have a specific 
gravity greater than steam, this regulator will work. There 
is a check valve next to the boiler. The cylinder is made of 
No. 1 6 copper corrugated, so as to compact the regulator, 
and give as large amount of surface as possible for variation. 
The pipe connected to the standpipe is for the purpose of 
connecting to the boiler or to the main standpipe. 

S. D. Warren & Co., Paper Manufacturers 
Cumberland and Presumpscot Mills. 

Cumberland Mills, Maine, January 3, 1886. 
We have several of your Button boiler-feed regulators in 
use for the past six months, and they have performed their duty 
perfectly. We intend to put them on all our boilers (19) as 
soon as we can do so conveniently. 

Yours truly, 
(Signed) John E. Warren, Agent. 



Whenever the earlier history of the Steam Pump and Hy- 
draulic Machinery is mentioned, there is one manufacturing 
establishment which always stands out more prominently than 
any other. 

The history of the Henrv R. Worthington Hydrau- 
lic Works is so closely interwoven into that of the steam 
pump that no historian can do full justice to the latter with- 
out devoting considerable space to this house. 

To whom belongs the credit of introducing the steam 
pump may not be definitely known, but the progress of its 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 255 

development can best be illustrated in a few words by show- 
ing the increasing demand for the improved appliances which 
has augmented and enriched the greatest steam pump man- 
ufacturing establishment in the country. 

Though in a small way at first, it was not very long before 
strict attention to business, the most skilled workmen and 
superior material in the construction of their appliances, had 
nearly doubled the demand for their products. 

The important improvements which were made were 
grasped on their conception, and at once developed into 
important adjuncts to their original machine. 

These were early times, and very notable and important 
times they were, too, in the history of the steam pump. 
Other houses sprang into existence, other pumps were placed 
on the market, other appliances came and went, but this 
house grew • orders began to arrive from Florida, California, 
Maine, Canada, and even from Europe, in fact, not to make 
too long a story, the plant has increased to thirty large 
buildings, each one containing at least twice the original 
space, making a mammoth establishment covering an area of 
two city blocks, and having accommodations for the em- 
ployment of over twelve hundred hands. 

The accompanying is a sectional view of one side or half 
of a Worthington high pressure steam Pump, of ordinary 
construction. Its object is to exhibit the great simplicity 
of its interior arrangement, especially that pertaining to the 
steam valve. 

This valve, as may be seen at E, is an ordinary slide-valve, 
working upon a flat face over ports or openings. Its sim- 
plicity and durability, in contrast with any other form of 
steam valve, are well known. Although numerous attempts 
have been made to supersede it, it still maintains its place 
on locomotives and other forms of high-pressure crank 



256 THE CITY OF BOSTON. 

engines. No matter how long the engine may stand inac- 
tive, a slide valve will not rust or adhere to its seat, and is 
always ready to start when required. No water can collect 
in its cavities to produce trouble by freezing. In a word, it 
may be called the simplest and most reliable steam valve 
known to engineers. 

In the Worthington engine, the motion of this valve is 
produced by a vibrating arm, seen at F, which swings 
through the whole length of the stroke, with long and easy 
leverage. As the moving parts are always in contact, the 
blow inseparable from the tappet system is avoided. Even 
the motion of the well-known eccentric upon crank engines 
is not comparable to this for moderate friction and durability. 

Attention is also directed to the arrangement of the 
double-acting plunger, shown at B. It works through a 
deep metallic packing ring, bored to an accurate fit, being 
neither elastic nor adjustable. Both the ring and the 
plunger can be quickly taken out, and either refitted or ex- 
changed for new ones at small cost, and if it be desired at 
any time to change the proportions between the steam pis- 
tons and pumps, a plunger of somewhat larger size, or de- 
creased to any smaller diameter, can be readily substituted. 
As exact proportions between the power and work are 
always desirable, if not necessary, this is a very important 
advantage. 

This system of renewal of the working parts has been 
proved by long experience to be the least expensive and 
most satisfactory for ordinary work. The plunger is located 
some inches above the suction valves, to form a subsiding 
chamber, into which any foreign substance may fall below 
the wearing surfaces. This enables it to work longer with- 
out renewal than the usual form of piston pump, especially 
in water containing grit or other solid material. The water 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 257 

enters the pump from the suction chamber C, through the 
suction valves, then passes partly around and partly by the 
end of the plunger, through the force valves, nearly in a 
straight course, into the delivery chamber, D, thus traversing 
a very direct and ample water way. The bottom and top 
plates furnish a large area for the accommodation of the 
valves. These consist of several small discs of rubber, or 
other suitable material, easy to examine, and inexpensive to 
replace. 




It is claimed that this machine is distinguished for great 
simplicity and strength of construction, having few moving 
parts, with no harsh motions, and not subject to fracture or 



other derangement. 



The steam valve motion is fully described. To effect it, 
two steam cylinders and two pumps are placed together to 
form one machine. The right hand division moves the 
steam valve of the left hand one, and vice versa. Under 



258 THE CITY OF BOSTON. . 

this arrangement one pump takes up the motion when the 
other is about to lay it down, thus keeping up a uniform 
delivery, without pulsation or noise. As the work is divided 
between two engines, the water is also divided, and the life- 
time of the machine is doubled. 

Added to durability, the smooth and noiseless action of 
this type of Worthington Steam Pump, makes it preferable 
on many important services, where the jar of a single cylin- 
der pump would be objectionable or destructive. 

The valve motion is the prominent and important pe- 
culiarity of this pump, as being that to which it owes its 
complete exemption from noise or concussive action. Two 
steam pumps are placed side by side, and so combined as 
to act reciprocally upon the steam valves of each other. 
The one piston acts to give steam to the other, after which 
it finishes its own stroke, and waits for its valve to be acted 
upon before it can renew its motion. This pause allows all 
the water valves to seat quietly, and removes everything like 
harshness of motion. 

As one or the other of the steam valves must be always 
open, there can be no dead point. The pump is, therefore, 
always ready to start when the steam is admitted, and is 
managed by the simple opening and shutting of the throttle 
valve. 

In its application to steam pumps for ordinary service, 
as well as to water works engines of the largest class, a 
combination of reliability, with economy in the first cost, 
and in running expenses, is attained, not realized by any 
other type of pumping machinery. 

In the arrangement of the Worthington Steam Pump, 
special care has been taken to have the parts easily accessi- 
ble for inspection or repairs. All the moving pieces being 
made to gauge, can be readily renewed. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 259 

One of the many specialties of this concern is the Worth- 
ington Compound Condensing Pumping Engine as applied 
to water tanks for large and important services, requiring 
the delivery of fluids against very heavy pressure. They are 
doing work approached by no other pump in this line, in 
nearly every large place in the country, and their contract 
pumping capacity per day of twenty-four hours to Jan- 
uary first, 1886, reached the enormous amount of 1,000,000- 
000 gallons. 

They have recently constructed two mammoth engines 
for the National Transit Company's oil pipe lines each 
being designed to deliver 25,000 barrels of oil a day against 
a pressure of 1,500 pounds to the square inch. 

On this service, for which over thirty Worthington pump- 
ing engines have been constructed, it was found that all 
forms of rotative or single cylinder pumps produced such 
concussion on the pipes when running against this pressure 
as to lead to serious breakages of the machines, and constant 
leakage at the joints of the pipe lines. With the Worthing- 
ton Engine, on the other hand, the variation in pressure 
while running at maximum speed is insignificant and unac- 
companied by any jar whatsoever. 

The engines here spoken of differ from those heretofore 
employed on this service, in that they have attached to them 
recent improvements whereby their economy in the con- 
sumption of fuel is greatly increased. These improvements 
consist of a simple attachment, that can be placed upon any 
form of Worthington pumping engine, and that, without 
altering its character of motion in the slightest, enables it to 
perform its work with the consumption of as little coal as 
would be required by the most economical types of pumping 
engines of whatever form of construction. In other words, 
this attachment enables the Worthington Pumping Engine 



260 THE CITY OF BOSTON. 

to readily achieve a duty of 100,000,000. Exhaustive tests 
have been made where this duty has been considerably ex- 
ceeded. 

To say that more than ordinary success has been attained 
by this company is to say but little, as its reputation is 
bounded only by the demand for the best and most ap- 
proved appliances. 

They have been awarded first premiums and diplomas at 
all exhibitions, the following being received at the 

INTERNATIONAL EXHIBITION, 

PHILADELPHIA, 1876. 



The United States Centennial Commission has examined the 
Report of the Judges, and accept the following reasons, and de- 
cree an award in conformity therewith. 

REPORT ON AWARDS. 

Product.— The Duplex System of Steam Pumping Engines, 
patented and exhibited by 

HENRY R. WORTHINGTON, 

NEW YORK. 

The undersigned having examined the product herein de- 
scribed, respectfully recommends the same to the United States 
Centennial Commission for award for the following reasons, 
viz. : — 

The duplex system of pumps is of well established excellence, 
and is considered a positive advance in the art of moving water 
under pressure by means of pistons. The system permits of re- 
markable simplicity of construction, and insures smoothness of 
working, efficiency of action and reliability for extended use 
whatever the pressure or length of the water column or the size 
of the apparatus employed. For pumping engines, compound 
steam cylinders are provided to secure economy of fuel. 

W. H. BARLOW, Judge. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 261 



Approval of Group Judges : 

N. PETROFF, HORATIO ALLEN, E.MIL BRUGSCH, 

CHAS. E. EMERY, CHAS. T. PORTER, F. REULEAUX, 

JOSEPH BELKNAP. 

A true copy of the Record. 

FRANCIS A. WALKER, 

Chief of Bureau of Awards. 
Given by Authority of the United States Centennial Com- 
mission. 

J. L. CAMPBELL, 

Secretary. 

A. T. GOSHORN, 

r / " WA -^ ) General Director. 

£ L< S - £ J. R. HAWLEY, 

President. 

The office of the company is located at the Mason Build- 
ing, 70 Kilby Street, where the products of the factory may 
be seen in great variety. 

All of the gentlemen connected with the enterprise are 
each too well and favorably known to require any remarks 
in this connection, and in its prosperity the company is reap- 
ing an ample harvest from the seed sown so many years ago 
by that pioneer in the manufacture of steam pumps, Henry 
R. Worthinsrton. 



Mechanics, knowing by experience the forces of expan- 
sion and contraction, appreciate the mechanical value of 
tubing which permits both expansion and contraction 
without injury to connection. Corrugated tubing overcomes 
this most difficult problem in the fitting of steam and water- 
pipes. All experiments hitherto made to provide a perfect 
corrugated tube at a reasonable cost, have been unsuccessful . 
Previous attempts have only resulted in tubes of unequal 
thickness at large cost of production. As the outcome of 



262 



THE CITY OF BOSTON, 



long experimental work the Wainwright Manufacturing 
Company have succeeded in corrugating tubing of even 
thickness throughout, which can be marketed at prices com- 
peting favorably with plain tubing. 

The process which they control permits the use of very 
thin metal, and at the same time preserves all requisite 
strength. 




They can corrugate boiler tubes, cylinders, furnaces, sur- 
face or marine condensed tubes, economizer tubes, stationary 
or locomotive heater tubes, radiators, expansion joints, etc. 
The same improvement may be used in all metals where the 
force of expansion must be met, where great strength of re- 
sistance is requisite, or where large area of surface is de- 
sired in a confined space. 



264 THE CITY OF BOSTON. 

The objects attained by this form of corrugated tubing or 
cylinders, are : — 

Great strength of resistance to collapse from internal or 
external pressure. The corrugation forms a succession of 
arches, longitudinal and transverse, and experience has 
shown that with the same diameter and thickness, the 
strength of the metal when corrugated is five times greater 
than when plain. 

A 33 to ioo per cent increased, and, therefore, more 
effective heating and cooling surface, occupying the same 
space as a plain tube. The superior strength gained by the 
corrugation, permits the use of a thinn er tube or cylinder, 





which gives greater efficiency in the transmission of heat, 
with a corresponding economy of metal and fuel, and with 
the rapid escape of gases retarded, gives fully 50 per cent 
more evaporative power. The converse quality of condens- 
ing or cooling power is likewise secured. 

Longitudinal flexibility, providing against unequal strain 
caused by expansion and contraction. All strain from heads 
of boilers is thereby removed, obviating leakage of joints or 



ITS STEAM INTERESTS AND LEADING ENGINEERS. '2Qb 

fracture of connections, and, by the prevention of wear and 
tear, durability and safety are much increased. 

Freedom from damage by incrustation or scale. The 
corrugation causing a uniform longitudinal expansion and 
contraction, is self-cleaning, and automatically frees itsell 
from scale and sediment. This advantage alone largely in- 
creases its value over plain tubing. 

The ends of tubes or cylinders may be left plain to admit 
of easy expansion into boiler heads, or to whatever use they 
may be applied. They can also be left plain in any desired 
portion of their length. 

The Wainwright Manufacturing Company have built at 
Medford, Mass., extensive works, comprising a four-story 
machine shop, iron foundry, brass foundry, pattern shop, 
blacksmith shop, with stables and ample storage for raw 
materials, and are running out large quantities of corrugated 
tubing to order and for their own specialties, particularly for 
their feed-water heaters which they manufacture in various 
forms. The company make a specialty of the purification 
of feed- water, eliminating all carbonate and sulphate of lime 
by the use of proper heaters and then by filtration removing 
all mechanical impurities, delivering the water to the boilers 
soft and pure. The feed water heater shown here is oper- 
ated with the water outside of the corrugated tubes, heating 
it by exhaust steam to an average temperature of 210 degrees. 

Another type of heater is also shown in which the feed- 
water is forced through a coil of corrugated copper tube, the 
exhaust passing around it. A settling chamber with blow- 
off allows the removal of any sediment deposit. 

The company also utilize brass corrugated tube in the 
manufacture of radiators, which by their compactness, light- 
ness and efficiency meet with general approval. 

They also make expansion joints in which corrugated 



266 THE CITY OF BOSTON. 

copper tubing is substituted for the ordinary slip joint, the 
expansion and contraction taking place in the corrugations. 
These expansion joints are endorsed by the leading steam 
heating companies. 

The offices of the company are located at 65 and 67 
Oliver Street, Boston, and 93 Liberty Street, New York, 
Messrs. Fairbank & Co. being their representatives in 
Philadelphia. 

The officers of the company are Chas. D. Wainwright, 
President, William T. Andrews, Treasurer, and R. T. Pratt, 
Superintendent. 

Although the company is a comparatively new one, its 
officers are young and energetic business men, and we can 
confidently predict an extended and successful business. 



Experience has demonstrated that the Hancock Inspi- 
rator is the most reliable and economical device for feeding 
water at all temperatures, to boilers of any construction or 
in any sendee. 

It is a device too well known among progressive engineers 
to need any elaboration in this connection. 

It is an apparatus for feeding water to steam boilers, for 
filling tanks, and for any and all purposes for which a pump 
may be used in handling water. It has no movable or work- 
ing parts, is durable, and will not get out of order. 

It is a double apparatus, one-half of which is a lifter, and 
and the other half a forcer ; the lifter drawing the water and 
delivering it to the forcer, which delivers it to the boiler, at 
any steam pressure, without adjustment. 

An ordinary injector is a single apparatus, and requires 
adjustment for the varying steam pressures. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 267 



On some accounts it is more reliable than a pump, as there 
are no valves or movable parts to break or get out of order, 




and it will work under all the conditions where a pump would 
be used. 

Not requiring as much steam as a pump, its advantage is 



268 THE CITY OF BOSTON. 

two-fold, inasmuch as all the steam required to operate it is 
condensed in the water — thereby heating it — and returning 
it to the boiler, and enabling hot water to be fed to the 
boiler without the use of a heater. 

The only loss of steam by using the inspirator is by radia- 
tion from the pipes, and this is no greater with the inspirator 
than with the pump. 

It will lift water twenty-five feet, and deliver it into the 
tanks, or to the boiler as may be desired, requiring only 
forty-five pounds steam pressure. 

It will take water at 140 degrees F., on a lift of three or 
four feet, or under a head ; and on a lift of twenty-five feet 
it will take it at from 90 degrees to 100 degrees F., increas- 
ing the temperature nearly 100 degrees. 

There are upwards of 100,000 of the machines in suc- 
cessful operation in all parts of the civilized world, and they 
stand today unrivalled in their special sphere. 

The inspirator is the invention of the late John T. Han- 
cock of Jamaica Plain, who devoted years to study and ex- 
periment before he succeeded in perfecting this device 
The inspirator was patented in 1877 and the Inspirator 
Company was organized under the general laws of Massa- 
chusetts in the same year. In 1884 the company erected a 
large factory on Baldwin Street, at the South End. Its 
dimensions are 200x40 feet, and four stories high, with 
wings for foundry, and for boiler and engine rooms, and with 
the improved tools and facilities for manufacture are in a 
position to supply any possible demand, and to meet the 
market as to prices, etc. The present organization of the 
company is H. M. Whitney, President, J. E. Blakemore, 
Treasurer, B. H. Warren, Superintendent. 

The office of the company is located at 33 India Wharf. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 26 ( J 

One of the most successful firms in the city in their 
special line is that of W. H. Gallison, who in 1869, see- 
ing the necessity of furnishing engineers with the most 
approved supplies, began the business which is today so 
well known throughout New England. Though keeping in 
stock nearly everything in the way of general supplies, such 
as iron and brass pipe fitttings, he makes a specialty of sev- 
eral appliances among which may be mentioned the Uni- 
versal Polishing Paste, or Putz-pomade, for polishing and 
cleaning all metals such as brass, copper, nickel, silver, gold, 
etc. 

This now well-known article was first manufactured in 
Germany in 1878, its principal ingredient being the mineral 
powder (pultz-pulver) owned by Alexander Radesich, of 
Triest, Austro-Hungary, where its great merit gained for it 
a reputation throughout Europe. In 1882 it was deemed 
advisable, on account of the demand on this side of the 
Atlantic, to establish a factory in the United States, and 
Messrs. Borsum Brothers came here for that purpose, with 
the sole right to import and sell the "Putzpulver" from 
which all genuine Putz-pomade is made, in America. 
They considered it advisable on their boxes to use the 
English term "polishing paste," rather than the German 
"putz-pomade" which has the same meaning, and registered 
the figure of a trumpet as their trade-mark for the United 
States. The great favor with which the genuine paste was 
received, and the increasing demand, has induced the pro- 
duction of a number of imitations in this country and 
Europe, all of which are worthless, and some actually 
destructive of any fine ware which they are applied to. The 
public is therefore cautioned to buy only the genuine paste 
with the trade-mark of a trumpet and the name of Borsum 
Brothers, if they wish to avoid disappointment. This notice 



270 THE CITY OF BOSTON. 

is deemed especially necessary in view of the fact that vari- 
ous irresponsible parties who travel about selling worthless 
compounds, have had the audacity to denounce the original 
paste as an imitation and a fraud. The taking of the 
general agency of this paste by such a well-known and es- 
tablished house as that of Wm. H. Gallison is a guarantee 
that all is as it is represented to be. 

They are also agents for the Lonergan patent Oilers and 
Lubricators, H. S. Ingalls self adjusting Boiler Tube Scraper 
and Cleaner, the Ashcroft Manufacturing Company, of New 
York, and many other well-known houses. Mr. Gallison 
gives his personal attention to the business, and the success 
which has attended his efforts to please those who favor him 
with their patronage amply demonstrates the worth and reli- 
ability of this house. 



M. Hanford was born in Red Bank, N. J., October 4, 
1 841, coming to Boston in 185 1, where he attended the 
Lincoln, Adams and Chauncy Hall schools until 1857. He 
then went to Westboro and served his time at the black- 
smith trade. In 1862 he went to Brooklyn, N. Y., where 
he became interested in the machinist trade and served his 
time. Three years later his services were secured as engi- 
neer in the Eagle Sugar Refinery, where he remained until 
1870, when he invented and patented his well-known double 
screw and drum elevator which he has placed in many large 
buildings in New York, Philadelphia, Boston and other well- 
known places. It is one of the improved appliances of the 
age and the success which has attended his labors demon- 
strates the popularity which his invention has attained. 



ITS STEAM INTERESTS AND LEADING ENGINEERS. 



271 



The Combination Hot-water and Hot-air Heating Appa- 
ratus, manufactured by T. A. MacDonald cS: Co., iio 
Oliver Street, Boston, and 149 Broadway, New York, is 
commanding considerable attention for its superiority of 
construction, the objects of which are to produce a pure 
warm atmosphere uninjured by being brought in contact 
with high tempered surfaces. To economize in the use ot 




fuel, durability, economy of construction, adaptability, effi- 
ciency, simplicity, safety, and facility of management. 

The efficiency of a heating apparatus depends very much 
on the manner in which it is put in a building, such as the 
proper proportion of the heating surface of the boiler to the 
radiating surface and that to the size and structure of the 



272 THE CITY OF BOSTON. 

building, and the proper location of the radiators and posi- 
tion of the pipes, all must be taken into consideration. 
Often the reputation of a good heater is damaged by not 
being properly proportioned to the building it is intended 
to heat. It is next to impossible to -heat some buildings 
properly from one hot-air chamber, on account of the un- 
equal draft of the different apartments, some being too 
warm while others, (generally the coldest and most exposed 
apartments) are the difficult ones to heat. With this heater 
the halls or apartments near may be heated from the hot-air 
department and a stack of radiators especially located to 
heat those apartments which are most exposed and difficult 
to heat. Thus we have a positive heater. 

Also by ventilating and heating the halls thoroughly the 
rooms may have a direct radiator in each, and it is found 
that while this system is the cheapest and most economical, 
it is also efficient and easy to manage. 

The rooms will receive part of the ventilation from the 
halls, especially if there are ventilators over the doors, but 
apartments (such as auditoriums for instance) in which large 
numbers are congregated, should be heated by that system 
known as indirect radiation where the stacks of indirect ra- 
diators are placed under the first floor in casings, with an air 
space above and below them. The cold air is admitted 
through a cold air duct to the lower space and passing up 
through the stack of radiators becomes heated in the upper 
space or hot air chamber, and is conveyed from there in the 
tubes to the apartments above. 

This system is neither as cheap or as economical in the 
use of fuel as the direct system, but it is, nevertheless, the 
proper system in such cases, for the proper ventilating is as 
important as the proper heating of such apartments, and they 
should be so constructed as to facilitate their objects* 



V 



